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ENGIN. 
LIBRARY 


ENGINEERING  LIBRARY 


HIGH    STEAM-PRESSURES    IN 
LOCOMOTIVE   SERVICE. 


BY 


WILLIAM  F.  M.  GOSS, 


DEAN   OF  THE   COLLEGE  OF   ENGINEERING,  UNIVERSITY  OF   ILLINOIS,  URBANA, 

LATE   DEAN    OF   THE   SCHOOLS  OF   ENGINEERING,    PURDUE 

UNIVERSITY,    LAFAYETTE,    INDIANA. 


WASHINGTON,   D.  C. : 

Published  by  the  Carnegie  Institution  of  Washington. 

1907. 


HIGH    STEAM-PRESSURES    IN 
LOCOMOTIVE   SERVICE. 


BY 


WILLIAM  F.   M.  GOSS, 


DEAN    OF   THE    COLLEGE   OF    ENGINEERING,  UNIVERSITY  OF    ILLINOIS,  URBANA, 

LATE    DEAN    OF    THE   SCHOOLS  OF    ENGINEERING,    PURDUE 

UNIVERSITY,    LAFAYETTE,    INDIANA. 


WASHINGTON,   D.   C. : 

Published  by  the  Carnegie  Institution  of  Washington. 

1907. 


CARNEGIE  INSTITUTION  OF  WASHINGTON. 
PUBLICATION  No.  66. 


ENGINEERING  LiBRARY 


PRESS  OF  GIBSON  BROTHERS, 
WASHINGTON,  D.  C. 


CONTENTS. 


Introduction — A  Summary  of  Conclusions 

I.  The  Research  and  the  Means  Employed  in  its  Advancement i 

II.  Difficulties  in  Operating  under  High  Steam-Pressures 6 

III.  Boiler  Performance 8 

IV.  Engine  Performance  ....            25 

V.  Machine  Friction  and  Performance  at  the  Draw-Bar 42 

VI.  Boiler  Pressure  as  a  Factor  in  Economical  Operation 49 

VII.  Boiler  Capacity  as  a  Factor  in  Economical  Operation 53 

VIII.  Conclusions  Concerning  Boiler  Pressure  -vs.  Boiler  Capacity  as  a  Means  of  In- 
creasing the  Efficiency  of  a  Locomotive 56 

APPENDIX     I.  The  Locomotive  Experimented  Upon 62 

APPENDIX   II.  Methods  and  Data  Derived  from  Tests 78 

APPENDIX  III.  Data  Concerning  Weight  of  Locomotive  Boilers 122 

APPENDIX  IV.  Typical  Indicator  Cards 125 

in 


981087 


INTRODUCTION. 


A   SUMMARY   OF   CONCLUSIONS. 

The  results  of  the  study  concerning  the  value  of  high  steam-pressures  in 
locomotive  service,  the  details  of  which  are  presented  by  succeeding  pages, 
may  be  summarized  as  follows : 

1.  The  results  apply  only  to  practice  involving  single-expansion  locomo- 
tives using  saturated  steam.     Pressures  specified  are  to  be  accepted  as  run- 
ning pressures.     They  are  not  necessarily  those  at  which  safety  valves  open. 

2.  Tests  have  been  made  to   determine   the   performance  of  a  typical 
locomotive  when  operating  under  a  variety  of  conditions  with  reference  to 
speed,  power,  and  steam-pressure.     The  results  of  one  hundred  such  tests 
have  been  made  of  record. 

3.  The  steam  consumption  under  normal  conditions  of  running  has  been 
established  as  follows: 

Boiler  pressure  120  pounds,  steam  per  indicated  horsepower  hour  29.  i  pounds. 
Boiler  pressure  140  pounds,  steam  per  indicated  horsepower  hour  27.7  pounds. 
Boiler  pressure  160  pounds,  steam  per  indicated  horsepower  hour  26.6  pounds. 
Boiler  pressure  180  pounds,  steam  per  indicated  horsepower  hour  26.0  pounds. 
Boiler  pressure  200  pounds,  steam  per  indicated  horsepower  hour  25.5  pounds. 
Boiler  pressure  220  pounds,  steam  per  indicated  horsepower  hour  25.  i  pounds. 
Boiler  pressure  240  pounds,  steam  per  indicated  horsepower  hour  24 . 7  pounds. 

4.  The  results  show  that  the  higher  the  pressure,  the  smaller  the  pos- 
sible gain  resulting  from  a  given  increment  of  pressure.     An  increase  of 
pressure  from  160  to  200  pounds  results  in  a  saving  of  i.i  pounds  of  steam 
per  horsepower  hour,  while  a  similar  change  from  200  pounds  to  240  pounds 
improves  the  performance  only  to  the  extent  of  0.8  pound  per  horsepower 
hour. 

5.  The  coal  consumption  under  normal  conditions  of  running  has  been 
established  as  follows : 

Boiler  pressure  1 20  pounds,  coal  per  indicated  horsepower  hour  4 .  oo  pounds. 
Boiler  pressure  140  pounds,  coal  per  indicated  horsepower  hour  3.77  pounds. 
Boiler  pressure  160  pounds,  coal  per  indicated  horsepower  hour  3.59  pounds. 
Boiler  pressure  1 80  pounds,  coal  per  indicated  horsepower  hour  3 . 50  pounds. 
Boiler  pressure  200  pounds,  coal  per  indicated  horsepower  hour  3 . 43  pounds. 
Boiler  pressure  220  pounds,  coal  per  indicated  horsepower  hour  3.37  pounds 
Boiler  pressure  240  pounds,  coal  per  indicated  horsepower  hour  3.31  pounds. 


6  HIGH   STEAM  -PRESSURES   IN   LOCOMOTIVE   SERVICE. 

6.  An  increase  of  pressure  from  160  to  200  pounds  results  in  a  saving  of 
o.i 6  pound  of  coal  per  horsepower  hour,  while  a  similar  change  from  200 
to  240  results  in  a  saving  of  but  0.12  pound. 

7.  Under  service  conditions,  the  improvement  in  performance  with  in- 
crease of  pressure  will  depend  upon  the  degree  of  perfection  attending  the 
maintenance  of  the  locomotive.     The  values  quoted  in  the  preceding  para- 
graphs assume  a  high  order  of  maintenance.     If  this  is  lacking,  it  may 
easily  happen  that  the  saving  which  is  anticipated  through  the  adoption 
of  higher  pressures  will  entirely  disappear. 

8.  The  difficulties  to  be  met  in  the  maintenance  both  of  boiler  and  cylin- 
ders increase  with  increase  of  pressure. 

9.  The  results  supply  an  accurate  measure  by  which  to  determine  the 
advantage  of  increasing  the  capacity  of  a  boiler.     For  the  development  of 
a  given  power,  any  increase  in  boiler-  capacity  brings  its  return  in  improved 
performance  without  adding  to  the  cost  of  maintenance  or  opening  any 
new  avenues  for  incidental  losses.     As  a  means  to  improvement,  it  is  more 
certain  than  that  which  is  offered  by  increase  of  pressure. 

10.  As  the  scale  of  pressure  is  ascended,  an  opportunity  to  further  increase 
the  weight  of  a  locomotive  should  in  many  cases  find  expression  in  the  design 
of  a  boiler  of  increased  capacity  rather  than  in  one  for  higher  pressures. 

11.  Assuming  180  pounds  pressure  to  have  been  accepted  as  standard, 
and  assuming  the  maintenance  to  be  of  the  highest  order,  it  will  be  found 
good  practice  to  utilize  any  allowable  increase  in  weight  by  providing  a 
larger  boiler  rather  than  by  providing  a  stronger  boiler  to  permit  higher 
pressures. 

12.  Wherever  the  maintenance  is  not  of  the  highest  order,  the  standard 
running  pressure  should  be  below  180  pounds. 

13.  Wherever  the  water  which  must  be  used  in  boilers  contains  foaming 
or  scale-making  admixtures,  best  results  are  likely  to  be  secured  by  fixing 
the  running  pressure  below  the  limit  of  180  pounds. 

14.  A  simple  locomotive  using  saturated  steam  will  render  good  and 
efficient  service  when  the  running  pressure  is  as  low  as  160  pounds;  under 
most  favorable  conditions,  no  argument  is  to  be  found  in  the  economic 
performance  of  the  engine  which  can   justify  the   use  of  pressures  greater 
than  200  pounds. 


HIGH  STEAM-PRESSURES  IN  LOCOMOTIVE  SERVICE. 


I.    THE  RESEARCH  AND  THE  MEANS  EMPLOYED  IN  ITS 
ADVANCEMENT. 

1.  STEAM-PRESSURES   IN   LOCOMOTIVE  SERVICE. — For  many  years  past 
there  has  been  a  gradual  but  nevertheless  a  steady  increase  in  the  pressure  of 
steam  employed  in  American  locomotive  service.     Between  1860  and  1870  a 
pressure  of  100  pounds  per  square  inch  was  common.     Before  1890  practice 
had  carried  the  limit  beyond  150  pounds.     At  the  present  time  200  pounds  is 
most  common,  but  an  occasional  resort  to  pressures  above  this  limit  suggests 
a  disposition  to  exceed  it. 

High  steam-pressure  does  not  necessarily  imply  high  power.  It  is  but 
one  of  the  factors  upon  which  power  depends.  The  forces  which  are  set  up 
by  the  action  of  the  engine  are  as  much  dependent  upon  cylinder  volume  as 
upon  boiler-pressure,  and  when  the  pressure  is  once  determined  the  cylinders 
may  be  designed  for  any  power.  The  limit  in  any  case  is  to  be  found  when 
the  boiler  can  no  longer  generate  sufficient  steam  to  supply  them.  The  rela- 
tion between  pressure  and  power  is  therefore  only  an  indirect  one.  But  any- 
thing which  makes  the  boiler  of  a  locomotive  more  efficient  in  the  generation 
of  steam,  or  the  engines  more  economical  in  their  use  of  steam,  will  permit  an 
extension  in  the  limit  of  power.  If,  for  example,  it  can  be  shown  that  higher 
steam-pressure  promotes  economy  in  the  use  of  steam,  higher  steam-pressure 
at  once  becomes  an  indirect  means  for  increasing  power.  The  fact  to  be 
emphasized  is  that  an  argument  in  favor  of  higher  steam-pressures  must 
concern  itself  with  the  effects  produced  upon  the  economic  performance  of 
the  boiler  or  engine. 

2.  PREPARATIONS  FOR  AN  EXPERIMENTAL  STUDY. — In  view  of  the  facts 
stated,  and  with  the  hope  of  ascertaining  a  logical  basis  from  which  to  deter- 
mine what  the  pressure  should  be  for  a  simple  locomotive,  using  saturated 
steam,  it  was  long  ago  determined  to  undertake  an  experimental  study  of 
the  problem  upon  the  testing  plant  of  Purdue  University.     A  few  experi- 
ments involving  the  use  of  different  steam-pressures  in  locomotive  service 
were  made  at  Purdue  as  early  as  1895,  but  as  the  boiler  of  the  locomotive 
then  upon  the  testing-plant  was  not  capable  of  withstanding  pressures  greater 


2  HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

than  150  pounds,  these  early  tests  were  limited  in  their  scope.*  The  matter 
was,  however,  regarded  as  of  such  importance  that  in  designing  a  new  loco- 
motive for  use  upon  the  plant,  a  pressure  of  250  pounds  was  specified — a 
limit  which  then  was  and  still  is  considerably  in  advance  of  practice.  Thus 
equipped,  an  elaborate  investigation  was  outlined,  involving  a  series  of  tests 
under  six  different  pressures,  representing  a  sufficient  number  of  different 
speeds  and  cut-offs  to  define  the  performance  of  the  locomotive  under  a 
great  range  of  conditions.  But  the  expense  of  operating  the  locomotive 
under  very  high  steam-pressures  proved  to  be  so  great  that  the  limited 
funds  which  could  be  devoted  to  the  operations  of  the  laboratory,  in  com- 
bination with  the  demands  of  students  which  could  be  most  easily  satisfied 
by  work  under  lower  pressures,  made  it  impracticable  for  a  time  to  proceed 
with  the  work.  A  grant  from  the  Carnegie  Institution  of  Washington  was 
announced  late  in  the  fall  of  1903.  The  first  test  in  the  Carnegie  series  was 
run  February  15,  1904,  and  the  last  August  7,  1905.  A  registering  counter 
attached  to  the  locomotive  shows  that  between  these  dates  the  locomotive 
drivers  made  3,113,333  revolutions,  which  is  equivalent  to  14,072  miles. 

3.  THE  TESTS. — The  tests  outlined  included  a  series  of  runs  for  which  the 
average  pressure  was  to  be,  respectively,  240,  220,  200,   180,   160,  and  120 
pounds,  a  range  which  extends  far  below  and  well  above  pressures  which  are 
common  in  present  practice.     It  was  planned  to  have  the  tests  of  each  series 
sufficiently  numerous  to  define  completely  the  performance  of  the  engine 
when  operated  under  a  number  of  different  speeds  and  when  using  steam  in 
the  cylinders  under  several  degrees  of  expansion.     So  far  as  practicable, 
each  test  was  to  be  of  sufficient  duration  to  permit  the  efficiency  of  engine 
and  boiler  to  be  accurately  determined,  but  where  this  could  not  be  done 
cards  were  to  be  taken.     A  precise  statement  of  the  conditions  under  which, 
in  the  development  of  this  plan,  the  tests  were  actually  run  is  set  forth 
diagrammatically  in  figs,   i  to  6  accompanying,  in  which  vertical  distances 
represent  speed  and  horizontal  distances  the  point  of  cut-off  as  determined 
by  the  notch  occupied  by  the  latch  of  the  reverse  lever,  counting  from  the 
center   forward.     Bach   complete    circle   in   these    diagrams    represents    an 
efficiency  test,  and  each  dotted  circle,  a  shorter  test  under  conditions  involv- 
ing the  development  of  power  in  excess  of  that  which  could  be  constantly 
sustained.     The  numerals  within  the  circles  refer  to  the  line  numbers  of  the 
tabulated  data  (Appendix  II). 

4.  The  locomotive  upon  which  the  tests  were  made  is  that  regularly  em- 
ployed in  the  laboratory  of  Purdue  University,  where  it  is  known  as  Schenec- 
tady  No.  2.     It  is  described  and  illustrated  in  Appendix  I,  where  there  are  also 

*  Results  of  these  tests  will  be  found  published    in   Locomotive   Performance,    John 
Wiley  &  Sons. 


HIGH   STEAM-PRESSURES    IN   LOCOMOTIVE   SERVICE.  3 

shown  several  views  of  the  testing-plant  upon  which  the  locomotive  was 
operated. 

5.  THE  DATA. — While  it  is  one  important  purpose  of  these  pages  to  dis- 
cuss and  summarize  the  results  of  experiments,  a  most  interesting  and 
promising  field  for  study  is  supplied  by  the  unembellished  numerical  data. 
These  deal  with  conditions  and  results  which  best  serve  to  disclose  the  effect 


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FIG.  1. — Reverse  lever  notch. 


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FIG.  2. — Reverse  lever  notch. 


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FIG.  4. — Reverse  lever  notch. 


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FIG.  5. — Reverse  lever  notch. 


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FIG.  6. — Reverse  lever  notch. 


of  different  steam-pressures  upon  locomotive  performance.  There  may  be 
drawn  from  them,  also,  other  series  of  facts,  each  telling  its  own  story  of  cause 
and  effect.  The  complete  exhibit  of  data  from  tests,  together  with  a  descrip- 
tion of  the  manner  in  which  derived  results  have  been  calculated,  is  presented 
as  Appendix  II.  The  exhibit  includes  three  duplicate  tests,  the  designating 
numbers  of  which  are  followed  by  the  subscript  a.  The  results  of  those  tests 


4  HIGH   STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 

to  which  the  subscript  applies  are  regarded  as  less  reliable  than  others  only 
in  reference  to  certain  details,  the  record  of  which  has  been  omitted  from 
the  tables.  All  values  which  are  given  in  Appendix  II  may  be  accepted 
as  equally  reliable. 

All  tests  at  180  pounds  boiler-pressure  were  run  by  the  use  of  fuel  of  a 
quality  not  standard  to  the  tests,  consequently  all  data  which  in  any  way 
depend  upon  the  coal  consumption  for  these  particular  tests  are  omitted  from 
the  record,  not  that  the  results  are  unreliable,  but  because  they  are  not  com- 
parable with  others  given. 

Except  in  those  cases  where  incompleteness  of  record  has  necessitated  some 
omissions,  derived  data  are  presented  covering  all  of  those  relationships  which 
have  commonly  been  included  in  reports  previously  issued  from  the  Purdue 
laboratory.  Some  of  the  facts  given  are  not  directly  employed  in  the  analysis 
showing  the  value  of  high-pressures,  "but  their  presence  in  the  record  makes 
the  complete  exhibit  available  as  a  means  to  a  more  general  study  of  the 
conditions  affecting  locomotive  performance. 

6.  AN  ALTERNATIVE  FOR  HIGHER  STEAM-PRESSURES. — Previous  publica- 
tions from  the  Purdue  laboratory  have  shown  the  possibility  under  certain 
conditions  of  finding  a  substitute  for  very  high  boiler-pressures  in  the  adop- 
tion of  a  boiler  of  larger  capacity,  the  pressure  remaining  unchanged.     If, 
for  example,  in  designing  a  new  locomotive,  it  is  found  possible  to  allow  an 
increase  of  weight  in  the  boiler,  as  compared  with  that  of  some  older  type  of 
machine,  it  becomes  a  question  as  to  whether  this  possible  increase  in  weight 
should  be  utilized  by  providing  for  a  high-pressure  or  for  an  increase  in  the 
extent  of  heating  surface.     The  results  of  tests  (Appendix  II),  supplemented 
by  facts  concerning  the  weight  of  boilers  designed  for  different  pressures 
and  for  different  capacities  (Appendix  III),  supply  the  data  necessary  for 
an  analysis  of  this  question.     Such  an  analysis  is  presented  elsewhere. 

7.  ACKNOWLEDGMENTS. — The   research   as  a  whole  is  the  outgrowth  of 
several  different  influences.     Purdue  University  has  contributed  for  a  period 
of  nearly  two  years  the  use  of  its  testing-plant  and  its  experimental  locomo- 
tive.    The  university  has  furnished  all  supplies  of  oil  and  waste  used  during 
term  time,  has  contributed  the  full  time  of  one  attendant  who  is  the  regular 
staff -fireman  of  the  plant,  and  has  also  granted  large  liberties  to  those  mem- 
bers of  its  instructional  staff  who  are  especially  interested  in  the  problems 
of  the  locomotive  laboratory.     As  the  work  progressed  and  it  became  evi- 
dent that  some  reconstruction  of  the  locomotive  boiler  was  needed,  the  uni- 
versity did  not  hesitate  to  meet  the  expense  amounting  to  nearly  $1,000, 
of  putting  the  engine  through  heavy  repairs.     In  this  work  they  received 
generous  assistance  in  the  matter  of  transportation  from  the  Lake  Erie  and 
Western  Railroad  Company  and  in  the  matter  of  shop  facilities  from  the 
Pennsylvania  Railroad  Company. 


HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE.  5 

Acknowledgment  is  especially  due  to  Edward  B.  Reynolds,  who,  when 
assistant  professor  in  experimental  engineering,  gave  his  time  unstintingly 
to  the  advancement  of  the  work;  also,  to  Mr.  Louis  B.  Bndsley,  who,  as 
instructor  in  the  locomotive  laboratory,  has  had  charge  of  the  running  of 
the  tests.  Many  students  of  the  university  have  given  their  assistance  as 
observers  during  the  tests,  and  some  have  found  a  more  extensive  part  in 
the  preparation  of  theses  involving  certain  groups  of  the  tests. 

All  coal  needed  was  donated.  That  which  was  used  during  the  spring  of 
1904,  amounting  to  130  tons,  was  given  by  the  Cleveland,  Cincinnati,  Chicago 
and  St.  Louis  Railroad  Company.  The  remainder,  528  tons,  a  fuel  of  the 
highest  quality,  was  supplied  by  the  agent  of  C.  Jutte  &  Co.,  of  Pittsburg,  at 
the  cost  of  freight  from  North  Bend,  Indiana. 

The  American  Locomotive  Company  has  conducted  a  careful  and  somewhat 
laborious  examination  of  its  records  that  there  might  be  made  available  for  the 
research  information  concerning  the  weights  of  locomotive  boilers  designed  for 
various  pressures  and  for  various  capacities. 

Under  the  grant  of  the  Carnegie  Institution  of  Washington,  the  staff  of 
attendants  available  for  work  at  the  Purdue  laboratory  has  been  increased,  and 
assistants  who  could  serve  as  observers  and  computers  have  been  employed  in 
such  numbers  as  would  permit  the  continuous  operation  of  the  plant.  The 
time  of  these  and  the  cost  of  supplies  or  fixtures  in  excess  of  those  normally 
furnished  by  the  university,  when  not  otherwise  available,  have  been  charged 
against  the  grant. 

Finally,  after  the  full  account  of  the  experiments  had  been  put  in  type, 
several  distinguished  engineers,  in  response  to  the  author's  request,  read 
and  criticized  the  proof  sheets.  The  attention  thus  bestowed  by  men  whose 
routine  responsibilities  allow  them  little  time  for  such  a  service,  constitutes 
a  valuable  contribution  to  the  completed  work.  Those  who  have  given  this 
assistance  are  Mr.  George  M.  Basford,  Mr.  A.  W.  Gibbs,  Mr.  T.  A.  Lawes, 
Mr.  C.  J.  Mellin,  Mr.  B.  D.  Nelson,  Professor  Edward  C.  Schmidt,  Mr.  C.  A. 
Seley,  and  Mr.  H.  H.  Vaughan. 


II.    DIFFICULTIES  IN  OPERATING  UNDER  HIGH-PRESSURES. 

8.  THE  WORK  WITH  THE  EXPERIMENTAL  LOCOMOTIVE  has  shown  that 
those  difficulties  which  in  locomotive  operation  are  usually  ascribed  to  bad 
water  increase  rapidly  as  the  pressure  is  increased.  The  water-supply  of  the 
Purdue  laboratory  contains  a  considerable  amount  of  magnesia  and  carbonate 
of  lime.  When  used  in  boilers  carrying  low  pressure  there  is  no  great  diffi- 
culty in  washing  out  practically  all  sediment.  The  boiler  of  the  first  experi- 
mental locomotive,  Schenectady  No.  i,  which  carried  but  140  pounds  and  was 
run  at  a  pressure  of  130  pounds,  after  serving  in  the  work  of  the  laboratory 
for  a  period  of  six  years,  left  the  testing-plant  with  a  boiler  which  was  prac- 
tically clean.  Throughout  its  period  of  service  this  boiler  rarely  required 
the  attention  of  a  boiler-maker  to  keep  it  tight.  Water  from  the  same  source 
was  ordinarily  used  in  the  boiler  of  Schenectady  No.  2,  which  carried  a  pres- 
sure of  200  pounds  or  more.  It  was  early  found  that  this  boiler  operating 
under  the  higher  pressure  frequently  required  the  attention  of  a  boiler- 
maker.  After  having  been  operated  for  no  more  than  30,000  miles,  cracks 
developed  in  the  side-sheets,  making  it  impossible  to  keep  the  boiler  tight, 
and  new  side-sheets  were  applied.  In  operating  under  pressures  as  high  as 
240  pounds,  the  temperature  of  the  water  delivered  by  the  injector  was  so 
high  that  scale  was  deposited  in  the  check-valve,  in  the  delivery-pipe,  and 
in  the  delivery-tube  of  the  injector.  Under  this  pressure,  with  the  water 
normal  to  the  laboratory,  the  injectors  often  failed  after  they  had  been  in 
action  for  a  period  of  two  hours.  The  interruptions  of  tests  through  failure 
of  the  injector,  and  through  the  starting  of  leaks  at  stay-bolts,  as  the  tests 
proceeded,  became  so  annoying  that,  as  a  last  resort,  a  new  source  of  water- 
supply  was  found  in  the  return  tank  of  the  university  heating-plant.  This 
gave  practically  distilled  water,  and  its  use  greatly  assisted  in  running  the 
tests  at  240  pounds  pressure. 

Probably  some  of  the  difficulties  experienced  in  operating  under  very  high 
steam-pressures  were  due  to  the  experimental  character  of  the  plant,  and 
would  not  appear  after  practice  had,  by  a  gradual  process  of  approach,  be- 
come committed  to  the  use  of  such  pressures,  but  the  results  are  clear  in  their 
indication  that  the  problem  of  boiler  maintenance,  especially  in  bad-water 
districts,  will  become  more  complicated  as  pressures  are  further  increased. 
Since,  taking  the  country  over,  there  are  few  localities  where  locomotives 
can  be  furnished  with  pure  water,  the  conclusion  stated  should  be  accepted 
as  rather  far-reaching  in  its  effect. 
6 


HIGH   STEAM-PRESSURES    IN   LOCOMOTIVE   SERVICE.  7 

The  tests  developed  no  serious  difficulties  in  the  lubrication  of  valves  and 
pistons  under  pressures  as  high  as  240  pounds,  though  this  could  not  be  done 
with  a  grade  of  oil  previously  employed. 

With  increase  of  pressure  any  incidental  leakage,  either  of  the  boiler  or  from 
cylinders,  becomes  more  serious  in  its  effect  upon  performance.  In  advancing 
the  work  of  the  laboratory,  every  effort  was  made  to  prevent  loss  from  such 
causes,  and  tests  were  frequently  thrown  out  and  repeated  because  of  the 
development  of  leaks  of  steam  around  piston  and  valve  rods,  or  of  water  from 
the  boiler.  Notwithstanding  the  care  taken,  it  was  impossible  under  the 
higher  pressures  to  prevent  all  leakage,  and  the  best  that  can  be  said  for  the 
data  under  these  conditions  is  that  they  represent  results  which  are  as  free 
as  practicable  from  irregularities  arising  from  the  causes  referred  to;  that 
is,  so  far  as  leakage  may  affect  performance,  the  results  of  the  laboratory 
tests  may  safely  be  accepted  as  a  record  of  maximum  performance. 

In  concluding  this  brief  review  of  the  difficulties  encountered  in  the  operation 
of  locomotives  under  very  high  steam-pressures,  the  reader  is  reminded  that 
an  increase  of  pressure  is  an  embellishment  to  which  each  detail  in  the  design 
of  the  whole  machine  must  give  a  proper  response.  A  locomotive  which  is  to 
operate  under  such  pressure  will  need  to  be  more  carefully  designed  and  more 
perfectly  maintained  than  a  similar  locomotive  designed  for  lower  pressure, 
and  much  of  that  which  is  crude  and  imperfect,  but  nevertheless  serviceable 
in  the  operation  of  locomotives  using  a  lower  pressure,  must  give  way  to  a 
more  perfect  practice  in  the  presence  of  the  higher  pressure. 


III.    BOILER  PERFORMANCE. 

9.  THE  PERFORMANCE  OF  THE  BOILER,  as  disclosed  by  the  tests,  is  given  in 
detail  in  columns  15  to  55  (Appendix  II),  and  certain  facts  which  are  of 
importance  in  the  present  study  are  presented  herewith  in  the  form  of  dia- 
grams (figs.  7  to  33).     All  of  the  results  entered  upon  data  sheets  and  repre- 
sented in  the  diagrams  were  obtained  by  the  use  of  a  single  grade  of  coal 
(Youghiogheny) ,  which  in  all  cases  was  fired  by  the  same  man.     A  number 
of  tests  were  run  with  other  coals,  but  in  such  cases  the  boiler  performance 
has  been  omitted  from  the  final  record. 

10.  EVAPORATIVE  EFFICIENCY  AS  AFFECTED  BY  THE  RATE  OF  EVAPORA- 
TION.— The  pounds  of  water  evaporated  per  pound  of  coal,  plotted  in  terms 
of  the  rate  of  evaporation,  is  shown  for  each  of  the  several  pressures  by 
figs.  7  to  ii.     Through  the  plotted  points  of  each  diagram  a  mean  line  has 
been  drawn,  the  equation  of  which  is  given  upon  the  diagram.     For  example, 
upon  fig.  7,  the  equation  is 

E=  11.04  —  0.221  H 

where  E  is  the  number  of  pounds  of  water  evaporated  from  and  at  212°  per 
pound  of  coal,  and  H  is  the  number  of  pounds  of  water  evaporated  from  and 
at  212°,  per  foot  of  heating  surface  per  hour.  The  area  of  heating  surface 
employed  is  based  upon  the  interior  surface  of  the  fire  box  and  the  exterior 
surface  of  the  tubes.  The  diagrams  will  show  that  the  points  are  not  always 
sufficient  in  themselves  to  determine  the  location  of  a  mean  line,  hence  cer- 
tain conventions  have  been  adopted  to  define  the  slope  and  position  of  such 
lines.  These  and  the  reasons  underlying  them  may  be  described  as  follows : 
The  only  difference  in  the  running  conditions  applying  to  the  tests  of  each 
series  is  that  of  pressure,  and  as  the  terms  employed  in  plotting  the  several 
diagrams  are  the  same,  it  is  evident  that  the  differences  in  performance  repre- 
sented by  the  several  diagrams  (7  to  1 1)  are  only  such  as  may  result  from  the 
difference  in  pressure.  Since  the  quantities  are  in  terms  of  equivalent  evap- 
oration, the  differences  can  not  be  great.  Accepting  this  view,  it  was  first 
sought  to  determine  the  slope  of  the  lines  for  the  several  groups.  This  was 
done  by  plotting  upon  a  single  sheet  all  of  the  points,  eight  in  number,  avail- 
able for  the  series  at  240  pounds,  together  with  eight  points  selected  as  fairly 
representative  from  each  of  the  other  series,  making  forty  points  in  all.  The 
result  is  shown  in  fig.  12.  Points  thus  plotted  were  divided  into  two  groups, 
one  representing  the  lower  rates  of  combustion,  and  the  other  representing  the 
higher  rates,  the  points  being  so  chosen  that  each  group  contained  four  points 
from  each  of  the  several  series.  The  ordinates  and  abscissae  for  points  of  each 
group  were  then  determined,  and  the  several  values  thus  obtained  averaged. 
The  final  results  were  then  plotted,  giving  the  points  shown  by  the  circles 

inclosing  a  cross  (fig.  12). 
8 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE.  9 

The  equation  from  the  line  drawn  through  these  points  is 
£=  11.305  —  0.221  H 

The  line  thus  found  (fig.  12)  may  fairly  be  assumed  to  represent  the  slope  of  the 
mean  line  of  any  number  of  points  which  for  purposes  of  comparison  may  be 
selected  from  the  larger  group.  Points  thus  chosen  are  plotted  in  figs.  7 
to  1 1,  which  represent  results  at  boiler  pressures  of  240,  220,  200,  160,  and  120 
pounds,  respectively. 

In  determining,  therefore,  the  location  of  the  mean  line,  figs.  7  to  1 1,  inclusive, 
the  abscissae  and  ordinates  of  all  the  points  of  each  diagram  were  averaged  and 
the  results  plotted.  This  mean  point  appears  upon  each  diagram  as  a  circle 
inclosing  a  cross.  Through  this  derived  point  a  line  is  drawn  having  the 
slope  already  found;  that  is,  the  mean  line  of  fig.  12. 

An  examination  of  the  diagrams  (figs.  7  to  n)  will  show  that  with  one 
exception  the  mean  lines  located  in  the  manner  described  well  represent  the 
experimental  points,  but  certain  individual  points,  especially  some  of  those 
obtained  under  the  higher  steam-pressures,  are  remote  from  the  line.  With 
reference  to  such  points  it  should  be  said  that  the  experimental  data  upon 
which  they  are  based  is  believed  to  be  as  reliable  as  that  which  underlies  other 
points  which  may  fall  upon  the  line.  Inconsistencies  are  not  due  to  faults  in 
testing,  but  to  variations  in  the  condition  of  the  fire.  Under  the  high  rates 
of  combustion  common  in  locomotive  service  it  is  practically  impossible  to 
duplicate  the  conditions  at  the  grate  from  day  to  day;  e.  g.,  in  fig.  7,  test  5 
was  run  as  a  check  on  5a;  also,  tests  i  and  i  a  were  run  under  identical  conditions, 
a  repetition  being  necessary  through  a  defect  in  the  engine,  which,  however, 
did  not  interfere  with  the  accuracy  of  the  boiler  work.  The  results  for  tests  5 
and  5a  are  somewhat  diverging;  those  for  i  and  ia  are  practically  coincident. 

The  results  obtained  under  a  pressure  of  220  pounds  (fig.  8)  are  not  well 
represented  by  a  line  of  the  same  slope  with  the  others,  though  such  a  line  is 
drawn  and  its  equation  is  given  on  the  diagram.  This  is  assumed  to  represent 
the  general  law,  notwithstanding  the  fact  that  the  individual  points  suggest  a 
slope  similar  to  that  of  the  dotted  line  shown. 

ii.  EFFECT  OF  CHANGES  IN  STEAM-PRESSURE  UPON  THE  EVAPORATIVE 
EFFICIENCY  OF  THE  BOILER. — The  generation  of  steam  at  a  pressure  of  120 
pounds  involves  a  temperature  of  ths  water  which  is  50°  less  than  that  which 
must  be  dealt  with  in  generating  steam  at  a  pressure  of  240  pounds,  and  in 
general  it  has  been  assumed  that  any  increase  in  boiler-pressure  necessarily 
results  in  some  loss  of  evaporative  efficiency.  It  has  been  known  that  for 
the  small  ranges  of  pressure  common  in  stationary  practice  this  difference 
is  not  great,  but  the  facts  have  not  been  established  with  reference  to  loco- 
motive performance  or  for  ranges  as  great  as  those  covered  by  the  experi- 
ments under  consideration  in  any  service. 


10 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


The  performance  of  the  boiler  experimented  upon  under  a  range  of  pressure 
varying  from  240  to  120  pounds  may  be  seen  by  comparing  the  mean  curves 
already  developed  (figs.  7  to  12).  Such  a  comparison  is  presented  by  fig.  13. 
This  diagram  shows  that  the  lowest  efficiency  is  obtained  with  the  highest 
pressure  and  that  with  one  exception  the  lines  representing  performance 
under  different  pressures  fall  in  order,  inversely  with  the  pressure.  The 
exception  is  to  be  found  in  the  line  representing  performance  at  120  pounds 
pressure.  This  line  falls  low,  a  condition  which  may  be  explained  by  the 
fact  that  the  spark  and  cinder  losses  for  these  tests  are  known  to  have  been 
excessive.  The  mean  line  located  from  40  points  representing  all  pressures 
(fig.  12)  will  represent  any  of  the  lines  of  fig.  13  with  an  error  not  greater 
than  o .  2  pound. 

The  results  clearly  define  four  general  facts,  which  may  be  stated  as  follows : 

1.  The  evaporative  efficiency  of  a  locomotive  boiler  is  but  slightly 
affected  by  changes  in  pressure. 

2.  Changes  in  steam-pressure  between  the  limits  of  1 20  pounds  and  240 
pounds  will  produce  an  effect  upon  the  efficiency  of  the  boiler  which  will 
be  less  than  0.5  pound  of  water  per  pound  of  coal. 

3.  The  equation  E=  11.305  —0.221    H  represents   the    evaporative 
efficiency  of  the  boiler  of  locomotive  Schenectady  No.  2  when  fired  with 
Youghiogheny  coal  for  all  pressures  between  the  limits  of  1 20  pounds  and 
240  pounds  with  an  average  error  for  any  pressure  which  does  not  exceed 
2.1  per  cent. 


10     II      la     I3     14- 


FIG.   7.— Water  evaporated  per  pound  of  coal. 


HIGH    STEAM-PRESSURES    IN    LOCOMOTIVE   SERVICE. 


II 


::::::::::: 


I        23456789IOIII2I3I4 

FIG.  8. — Water  evaporated  per  pound  of  coal. 


FIG.  9. — Water  evaporated  per  pound  of  coal. 


12 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


3       4-       5       6       7       8      9       10      II       12      13      14- 

FIG.  10. — Water  evaporated  per  pound  of  coal. 


1234 

FIG 


5      6      7       8       9      10      II       ia      13     14 

11. — Water  evaported   per  pound  of  coal. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


I       2      3      4       5      6      7      8      9      10      II      12     13     14 

FIG.  12. — Evaporation  per  pound  of  coal  under  all  conditions  of  pressure. 


7  8  9  10  II  12  13 

FIG.  13. — Evaporation  per  pound  of  coal  under  different  conditions  of  pressure. 


14  HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

12.  SMOKE-BOX  TEMPERATURES. — The  temperatures  of  the  smoke-box 
gases  were  read  from  a  high-grade  mercurial  thermometer.  Numerical 
values  will  be  found  in  column  36  (Appendix  II)  of  the  data.  In  all  cases 
the  temperature  of  the  smoke-box  increases  as  the  rate  of  evaporation  is 
increased,  this  relation  being  well  shown  by  figs.  14  to  18,  inclusive.  In 
locating  the  lines  which  are  drawn  upon  these  figures,  the  average  of  all  points 
was  first  obtained  and  entered  as  a  cross  within  a  circle.  Through  this 
derived  point  a  straight  line  was  then  drawn,  its  slope  being  determined 
from  an  inspection  of  the  points.  An  inspection  of  the  diagrams  will  show 
them  to  be  very  similar  for  all  pressures.  All  have  the  same  slope,  and,  if 
superimposed,  they  would  fall  very  closely  together.  Thus,  they  show  that 
when  the  rate  of  evaporation  is  9  pounds  per  foot  of  heating  surface  per  hour, 
the  smoke-box  temperature  for  all  pressures  is  between  the  limits  of  700° 
and  730°  F.  There  are  but  four  results  for  a  pressure  of  240  pounds,  in  com- 
parison with  eight  or  more  for  other  pressures.  If  the  results  from  the  tests 
at  240  pounds  pressure  be  omitted  it  will  be  found  that  those  remaining,  which 
represent  a  range  of  pressure  from  220  pounds  to  120  pounds,  are  nearly 
identical.  This  is  best  shown  by  the  equations  of  the  curves  in  question, 
which  are  given  in  table  i. 

TABLE  i . — Smoke  box  temperatures  under  different  pressures. 


Boilct -pressure.  Equations. 


220  pounds !  T  =  496  3  -t-  25  66  H 

200  pounds T  =  49 1  0+25. 66  H 

160  pounds T  =  487  7  +  25  66  H 

1 20  jxiunds T  =  478  9  +  25  66  H 

Average T  =  488.5  +  25.66  H 


The  average  of  the  several  equations  represents  the  average  of  any  of  the 
several  groups  of  results  obtained  under  different  pressures,  with  an  error 
which  in  no  case  exceeds  10°  F.,  or  2  per  cent. 

Again,  the  equations  show  that  the  effect  of  increasing  the  pressure  from 
120  pounds  to  220  pounds  is  to  increase  the  smoke-box  temperature  17°; 
that  is,  an  increase  of  pressure  of  nearly  100  per  cent  results  in  an  increase 
of  smoke-box  temperature  of  approximately  3.5  per  cent. 

In  the  preceding  statements  is  to  be  found  an  explanation  of  the  constancy 
in  the  evaporative  efficiency  of  the  boiler  under  different  steam-pressures. 
The  fact  seems  to  be  that  the  water  in  the  boiler  is  about  as  effective  in  absorb- 
ing the  heat  of  the  gases  when  its  temperature  is  400°  (240  pounds  pressure) 
as  when  its  temperature  is  but  350°  (120  pounds  pressure). 


-7i     :  '-  *  _r_  -  - "  - .-.  -    :      L    .     :    .".".-. 


:    •---  - 

4 


II       12     (3     Wl 


i    a 


i6 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


10      II      12      13      14- 


— Smoke-box  temperature. 


2      3      4-       5      6       7       8      9      10      II      12     13      14 

FIG.  17. — Smoke-box  temperature. 


HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


I        2       3      A-       5       6      7       8       9       10       II       12.      13     14 

FIG.  18. — Smoke-box  temperature. 

13.  DRAFT  (Appendix  II,  columns  33  to  36). — The  term  "draft,"  as 
herein  employed,  represents  a  reduction  of  pressure  as  compared  with  that 
of  the  atmosphere  expressed  in  inches  of  water.  The  draft  was  observed  at 
three  different  points  between  the  ash-pan  and  the  stack.  These  were  the 
smoke-box  in  front  of  the  diaphragm,  the  smoke -box  back  of  the  diaphragm, 
and  the  fire-box.  At  each  of  these  points  connection  was  made  with  a  U-tube 
containing  water.  The  results  for  each  different  steam-pressure  are  given  in 
figs.  19  to  23.  In  these  figures  the  solid  points  represent  the  draft  in  the 
smoke-box  in  front  of  the  diaphragm,  the  crosses  the  draft  behind  the  dia- 
phragm, and  the  circles  the  draft  in  the  fire-box.  Expressing  the  results  in 
other  terms,  it  appears  that  vertical  distances  between  the  highest  curve  and 
the  intermediate  represent  the  resistance  of  the  diaphragm;  vertical  dis- 
tances between  the  intermediate  and  the  lowest  curve  the  resistance  of  the 
tubes,  and  vertical  distances  between  the  lowest  curve  and  the  axis  the  resist- 
ance of  the  ash-pan,  the  grate,  and  the  fire  upon  it.  Values  under  this  curve 
are  a  close  approach  to  the  effective  draft.  In  general,  draft  values  vary 
greatly  with  the  conditions  at  the  grate.  A  thin,  clean  fire  results  in  com- 
paratively low  draft  values  throughout  the  system,  while  a  thick  fire,  or  one 
which  is  choked  by  clinkers,  leads  to  the  reverse  results.  It  is  for  this  reason 
that  individual  points  representing  draft  sometimes  vary  widely  from  the 
mean  of  all  results.  By  comparing  the  several  curves  (figs.  19  to  23)  it  will 
be  seen  that  the  draft  is  not  much  affected  by  changes  in  pressure.  For 


i8 


HIGH    STEAM-PRESSURES    IN    LOCOMOTIVE    SERVICE. 


example,  when  the  rate  of  evaporation  is  10  pounds  per  foot  of  heating- 
surface  per  hour,  the  draft  in  front  of  the  diaphragm  is  approximately  4 
inches  for  all  pressures.  There  is,  in  fact,  no  reason  why  the  draft  should 
vary  materially  with  changes  in  pressure. 


12345 


7      8      9      10 


12      13      14 


FIG.  19. — Draft. 


I       2      3      A      5      6      7      8      9      10      II       12     13      14- 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


10      II      12      13      14- 


I       2      3      4-       5      6      T      8      9      10     II      12      13     14 

FIG.  22. — Draft. 


20 


HIGH   STEAM-PRESSURES    IN    LOCOMOTIVE    SERVICE. 


I        2       3      4-       5       6      7       8       9       10       II       IZ      13      14- 

FIG.  23. — Draft. 


14.  COMPOSITION  OF  SMOKE-BOX  GASES  (Appendix  II,  columns  4910  52). — 
As  previous  experiments  had  shown  irregularities  in  the  evaporative  effi- 
ciency of  boilers  of  locomotives,  it  was  early  decided  to  proceed  with  care 
in  determining  the  composition  of  the  smoke-box  gases.  It  seemed  probable 
that  if  the  composition  of  these  were  known  for  each  test,  variations  in  the 
evaporative  efficiency  of  the  boiler  might  be  explained.  To  this  end,  there- 
fore, each  step  in  the  process  was  carefully  considered,  and  the  work  of 
sampling  and  analyzing  the  gases  was  assigned  to  a  chemist  of  experience  who 
had  no  other  duties  to  perform. 

The  gases  were  drawn  from  the  smoke-box  over  mercury,  a  period  of  from 
a  half  hour  to  an  hour  and  a  half  being  employed  in  securing  the  sample. 
The  sampling-tube  was  of  copper  and  of  small  diameter.  Its  length  was  suffi- 
cient to  extend  to  the  center  of  the  smoke-box,  and  gas  was  admitted  to  it 
by  small  perforations  at  the  extreme  end  only.  This  tube  could  be  drawn  in 
and  out  through  a  stuffing-box  to  permit  the  sample  to  be  taken  either  from 
the  center  of  the  smoke-box  or  from  any  location  between  that  point  and  the 
shell.  In  securing  the  sample  it  was  the  practice  to  move  the  tube  system- 
atically at  regular  intervals  of  time.  By  these  means  it  was  assumed  that 
abnormal  results  due  to  fluctuations  in  the  condition  of  the  fire  would  be 
entirely  avoided. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


The  results,  notwithstanding  all  precautions,  have  not  proven  entirely 
satisfactory.  That  is,  where  the  evaporative  performance  is  abnormal,  they 
do  not  permit  the  assignment  of  a  definite  cause.  The  defects  are  doubtless 
due  to  faulty  sampling,  though  it  is  not  clear  in  what  manner  the  sampling 
may  be  improved  in  connection  with  locomotive  work.  They  do,  however, 
entirely  justify  certain  general  conclusions.  They  show  that  the  amount  of 
excess  air  (figs.  24  to  28)  admitted  to  the  furnace  is  never  great,  and  in  most 
cases  it  is  very  small — -far  below  the  limits  which  are  thought  desirable  in 
stationary  practice.  They  show,  also,  that  the  excess  air  diminishes  as  the 
rate  of  combustion  increases.  It  is  apparent,  therefore,  that  the  loss  in 
efficiency  arising  from  excess  air  is  under  normal  conditions  smaller  than  in 
most  other  classes  of  service.  Moreover,  while  the  supply  of  air  appears 
limited,  it  is  significant  that  the  losses  from  imperfect  combustion,  as  shown 
by  the  presence  of  CO,  are  also  small  (figs.  29  to  33),  the  actual  amount  vary- 
ing irregularly  between  limits  which  are  very  narrow. 


!iZi[;IEMZI£!3lEMiI3£!^^ 


I       2       34-       5      6      7       8       9      10      II      12      13     14- 

FIG   24. — Excess  air. 


50 
40 
30 
20 
10 


::u..::::::;::::::::;::: 


""!?":""Jj"""': •"""""  "r •""'"""  :;;":i!;31"?"f'::   :" "'""•:•••:::••";•::::  "•"":!":::! 

kU!M& 


I       2      3      4       5       6       7       8       9      10      II       12      13      14 


FIG.  25. — Excess  air. 


22 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


60 


-40 


30 


20 
10 


38 


i 


\w\tm 


I       2      3      4.      5      6    .7      8      9      10      II      12     13 


FIG.  26. — Excess  air. 


50 
40 
30 


I       2      3      4      5      6      7      8       9      10      II      12      13     14- 

FIG.  27. — Excess  air. 


I  ffi  IHI  HII  mi  «E  p  M  «l  lit  ill 


I        2 


FIG.  28. — Excess  air. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


3     A      5      6      7      8       9      10     II      12      13     14- 

FIG.  29  — Per  cent  of  carbon  monoxide  in  the  smoke-box. 


I       2      3      A-      5       6      7      8      9      10      II      12      13     14 

FIG.  30. — Per  cent  of  carbon  monoxide  in  the  smoke-box. 


2       3      -4      5      6      7      8      9      10      M      IE     13     14- 

FIG.  31. — Per  cent  of  carbon  monoxide  in  the  smoke-box. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


10      II      12      13     14 


FIG.  32. — Per  cent  of  carbon  monoxide  in  the  smoke-box. 


234-5678      9      JO 

FIG.  33. — Per  cent  of  carbon  monoxide  in  the  smoke-box. 


12      13     14 


15.  THE  QUALITY  OF  STEAM  (Appendix  II,  column  21)  was  uniformly  high 
under  all  conditions  of  pressure,  the  average  for  all  tests  being  99.08.  The 
quality  declined  slightly  with  increase  of  pressure,  but  in  no  case  does  the 
moisture  exceed  1.35  per  cent. 


IV.     ENGINE  PERFORMANCE. 

1 6.  INDICATOR-CARDS. — The  form  of  the  cards  as  taken  is  shown  by  figs.  34 
to  39.     In  comparing  these  figures  it  will  be  well  to  remember  that  the  springs 
used  in  the  indicators  were  changed  from  time  to  time  as  the  pressure  under 
which  the  locomotive  operated  was  changed.     One  result  of  this  practice  is 
that  the  apparent  height  of  the  cards  does  not  change  materially  with  changes 
in  pressure.     To  aid  in  estimating  the  significance  of  the  cards  upon  each 
diagram,  a  scale  of  the  spring  employed  is  presented  therewith. 

Each  pair  of  indicator-cards  shown  by  full  lines  represent  conditions  under 
which  an  efficiency  test  was  run.  Those  shown  have  been  selected  as  repre- 
sentative of  the  average  conditions  of  the  test  and  in  all  cases  are  for  the  right 
side  of  the  engine.  The  data  of  the  test  represented  by  any  pair  of  cards  will 
be  found  in  Appendix  II. 

The  indicator-cards  shown  by  dotted  outline  upon  the  diagrams  represent 
conditions  for  which  it  was  found  impracticable  to  continuously  operate  the 
engine,  the  capacity  of  the  boiler  being  insufficient  to  supply  steam  to  meet 
the  demands  of  the  cylinders.  Short  runs,  however,  were  possible,  and  it  was 
during  such  runs  that  the  cards  in  question  were  obtained.  By  their  use  it  is 
possible  to  extend  comparisons  involving  the  effect  upon  the  form  of  the  cards 
of  changes  in  speed  and  cut-off. 

As  the  small  scale  at  which  the  cards  (figs.  34  to  39)  are  reproduced  makes 
them  insufficient  for  some  purposes  of  analysis,  certain  of  them,  representing 
typical  conditions,  reproduced  at  full  size  are  presented  as  Appendix  IV. 

17.  THE  MEAN  EFFECTIVE  PRESSURE  for  the  several  tests  as  arranged  from 
all  cards  taken  is  shown  by  figs.  40  to  45  (Appendix  II,  columns  101  to  105). 
The  values  within  the  full-lined  rectangles  represent  efficiency  tests;  those 
within  the  dotted-lined  rectangles,  conditions  involving  the  consumption  of 
steam  in  excess  of  that  which  the  boiler  could  continuously  supply.     Each 
figure  discloses  the  entire  range  of  action  under  which  it  is  found  practicable 
continuously  to  operate  the  locomotive  at  the  pressure  given.    A  review  of  the 
several  figures  will  show  the  extent  to  which  the  possible  range  of  cut-off 
under  a  full  open  throttle  is  reduced  with  each  increment  of  pressure.     For 
example,  under  1 20  pounds  pressure  it  is  possible  to  operate  at  30  miles  with 
the  reverse  lever  in  the  fourteenth  notch  from  the  center,  while  at  240  pounds 
the  longest  cut-off  under  similar  conditions  of  speed  is  represented  by  the 
fourth  notch  of  the  reverse  lever.     It  is  of  interest  to  note,  also,  that  within 
the  range  of  the  experiments  each  change  in  the  position  of  the  reverse  lever 
results  in  a  change  in  power  which  is  nearly  proportional  to  the  extent  of  the 
movement  of  the  reverse  lever.     The  effect  upon  the  mean  effective  pressure 
of  changes  in  speed  is  well  shown  by  each  of  the  several  diagrams. 

25 


26 


50 


40 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 
4  y 37 54 41 49 57_ 


CUTOFF,  PE.RCENT  OF  STROKE 


240  UBS. 


REVERSE  LEVER  NOTCH  FROM  CENTEJJ  FORWARD 


FIG.  34. 


4^ 


40 


60 


30i  (/) 


CUT  OFF,  PERCENT  OF  STROKE 


Z20   LBS. 


•:%  LEVER  NOTCH 
6  8 


Z7 


FIG.  35. 

34  4J 


CUT  OFF,  PERCENT  OF  STROKE 


|)  ZOO  LBS  f200 


REVERSE.  LEVER  NOTCH  FROM  CENTEJJ  FORWARD 


8 

FIG.  36. 


id 


•J    150 


100 


1    Z50 


| 


I    100 


501 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

14  ZO  27  3»   41 49 57 


.2- 


CUT  OFF.  PERCENT  OF  STROKE 


180  LBS. 


REVERSE  LEVER  NOTCH  FROM  CENTER  FORWARD 


27 


10 


FIG.  37. 


IP 


-8- 


60i 


Cur  OFF,  PERCENT  OF  STROKE 


160  LBS. 


REVERSE  LEVER  NOTCH_FROM  CENTER  FORWARD 


28 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


6          a 

FIG.  40. — Mean  effective  pressure. 


10 


12 


14- 


FIG.  41. — Mean  effective  pressure. 


effect!  ve^pressure. 


HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


29 


FIG.  43. — Mean  effective  pressure. 


20 


FIG.  44. — Mean  effective  pressure. 


FIG.  45. — Mean  effective  pressure. 


30  HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

1 8.  THE  INDICATED  HORSEPOWER  for  the  several  tests  is  shown  by  figs. 
46  to  51  (columns  106  to  no,  Appendix  II).     It  will  be  seen  that  the  range 
for  all  pressures  falls  between  the  limits  of  134  and   610  horsepower.     It 
appears  from  the  results  that  with  the  coal  used  during  the  tests  the  normal 
power  of  the  locomotive  tested,  when  run  at  speed,  is  between  450  and  500 
horsepower.     The  development  of  more  than  500  horsepower  was  always 
attended  by  unusual  efforts  on  the  part  of  the  fireman.     By  reference  to  fig. 
46  it  will  be  seen  that  the  power  of  the  engine,  under  a  pressure  of  240  pounds, 
was  readily  developed  with  the  reverse  lever  in  the  second  and  fourth  notches, 
while  under  120  pounds  pressure  (fig.  51)  either  a  high  speed  or  a  much 
longer  cut-off  must  be  employed  before  this  condition  is  reached.     All  this, 
of  course,  grows  out  of  the  fact  that  in  experiments  involving  a  wide  range  of 
pressure  the  cylinder  volume  remained  constant.     It  is  significant  that  the 
only  two  tests  giving  a  horsepower  in  excess  of  600  were  run  at  180  and  200 
pounds,  respectively.     It  will  hereafter  be  shown  that  the  operation  of  the 
engine  under  these  pressures  was  more  efficient  than  under  conditions  of 
pressure  which  were  either  lower  or  higher.     Remembering  that  the  figures 
(46  to  51)  disclose  the  entire  range  for  which  it  was  practicable  to  operate 
the  engine  under  a  full  throttle,  it  will  be  seen  at  a  glance  that  the  higher 
pressures  do  not  serve  to  increase  the  output  of  power. 

19.  THE  STEAM  PER  INDICATED  HORSEPOWER  PER  HOUR  is  shown  by  figs. 
52  to  57  (column  in,  Appendix  II).     The  high  efficiency  which  is  implied 
by  these  results,  and  the  narrow  range  which  they  represent,  taken  in  connec- 
tion with  the  comprehensive  character  of  the  running  conditions  involved, 
are  matters  of  more  than  ordinary  importance.     For  example,  it  appears 
from  fig.  52  that  at  a  pressure  of  240  pounds  the  engine  experimented  upon, 
when  working  under  a  fully  open  throttle,  gave  a  horsepower  hour  in  return 
for  the  consumption  of  less  than  24  pounds  of  steam,  and  under  any  condition 
of  speed  or  cut-off  for  which  it  was  found  possible  to  operate  the  engine 
under  a  wide  open  throttle  the  consumption  never  exceeded  26.3  pounds. 
At  lower  pressures,  involving  the  possibility  of  a  wider  choice  in  the  'condi- 
tion of  operating,  the  range  is  somewhat  increased.     Thus,  at  120  pounds 
pressure  (fig.  57)  the  minimum  value  is  27.5  and  the  maximum  33 . 8,  a  range 
which,  while  greater  than  that  just  referred  to,  is  nevertheless  extremely 
narrow  as  compared  with  the  range  incident  to  the  operation  of  other  classes 
of  engines. 

The  most  efficient  point  of  cut-off  for  the  lowest  pressure  is  evidently  that 
secured  when  the  reverse  lever  is  in  the  eighth  notch,  which  is  equal  to  35  per 
cent  of  the  stroke.  At  200  pounds  pressure  the  most  efficient  cut-off  is  that 
represented  by  the  sixth  notch,  or  27  per  cent  of  the  stroke,  and  the  data  do 
not  disclose  that  a  shorter  cut-off  than  this  under  a  full-open  throttle  is  profit- 
able for  the  engine  experimented  upon,  even  though  the  pressures  be  raised  to 
240  pounds. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


6  8 

FIG.  46. — Indicated  horsepower. 


10 


12 


14 


30 


20 


A  6  8  10 

FIG.  47. — Indicated  horsepower. 


14- 


The  effect  of  speed  on  steam  consumption  is  readily  seen  by  comparing 
values  in  vertical  columns  upon  the  several  diagrams.  In  all  cases  the  best 
results  are  obtained  at  a  speed  either  of  20  or  40  miles  an  hour ;  for  all  pres- 
sures above  160  pounds,  the  most  efficient  speed  is  40  miles.  The  law  of  the 
change  of  efficiency  with  changes  in  speed  has  been  discussed  and  the  reasons 
underlying  pointed  out  elsewhere.* 

The  least  steam  consumption  for  each  speed  under  the  several  different 
pressures  employed  is  set  forth  in  fig.  58.  The  values  of  the  figure  are  of 
interest.  They  do  not,  however,  constitute  a  satisfactory  base  upon  which 
to  form  comparisons. 

*  Locomotive  Performance,  published  by  Messrs.  John  Wiley  &  Sons. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE- 


20 


10  12 


14- 


FIG.  50. — Indicated  horsepower. 


HIGH   STEAM-PRESSURES    IN   LOCOMOTIVE   SERVICE. 


33 


FIG.  51. — Indicated  horsepower. 


A  6  8  10 

FIG.  52. — Steam  per  indicated  horsepower  hour. 


14- 


FIG.  53. — Steam  per  indicated  horsepower  hour. 


34 


HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


, 

50 


I 


3;;: •••••••«•••«••;;;; ;;••••• ••••!!!!!![! 
»:::;»••• sjrawira  ter*KT." »•::""»:"": 
»  i::::::i :.::i:.:i:.:.ii.:! •! i..:!::.::-.::.:.:    L.:::^::::::.:!  iiii  :::i:i!:i:i 


20 


8 


10  12  IA 


FIG.  54. — Steam  per  indicated  horsepower  hour. 


FIG.  55. — Steam  per  indicated  horsepower  hour. 


20 


<*  6  8  10 

FIG.  56  — Steam  per  indicated  horsepower  hour 


12  14 


HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


35 


FIG.  57. — Steam  per  indicated  horsepower  hour 


50 
4 
3 
20 
AVERAGE. 


Iipjii!  gpiiiji 

::.;.::::  i::!:::::::: 

I!.. '::f::::-r.:r. :"  ;:  : .•!::".•...::•:::.:•• 


::::.;  :  =  ::M:  .,::::.. : •--:::  :!•.:::::«.!-;::•::•:::::.;  :•-.»•,>, ta: 


120 


160 


180 


200 


220 


240 


FIG.  58. — Least  steam  for  each  of  the  several  speeds  at  different  pressures. 

20.  STEAM  CONSUMPTION  UNDER  DIFFERENT  PRESSURES. — The  shaded 
zone  upon  fig.  59  represents  the  range  of  performance  as  it  appears  from  all 
tests  run  under  the  several  pressures  employed.  For  purposes  of  comparison 
it  is  desirable  to  define  the  effect  of  pressure  on  performance  by  a  line,  and  to 
this  end  an  attempt  has  been  made  to  reduce  the  zone  of  performance  to  a 
representative  line.  In  preparing  to  draw  such  a  line,  the  average  perform- 
ance of  all  tests  at  each  of  the  different  pressures  was  obtained  and  plotted, 
the  results  being  shown  by  the  circles  on  fig.  59.  Points  thus  obtained  can 
be  regarded  as  fairly  representing  the  performance  of  the  engine  under  the 
several  pressures  only  so  far  as  the  tests  run  for  each  different  pressure  may 
be  assumed  to  fairly  represent  the  range  of  speed  and  cut-off  under  which  the 
engine  would  ordinarily  operate.  The  best  result  for  each  different  pressure, 
as  obtained  by  averaging  the  best  results  for  each  speed  at  constant  pressure, 
is  given  upon  the  diagram  in  the  form  of  a  light  cross.  These  points  may  be 
regarded  as  furnishing  a  satisfactory  basis  of  comparison  in  so  far  as  it  may 


3 6  HIGH   STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 

be  assumed  that  when  the  speed  has  been  determined  an  engine  in  service 
will  always  operate  under  conditions  of  highest  efficiency.  Again,  the  left- 
hand  edge  of  the  shaded  zone  represents  a  comparison  based  on  maximum 
performance  at  whatever  speed  or  cut-off.  In  addition  to  the  points  already 
described,  there  is  located  upon  the  diagram  (fig.  59)  a  curve  showing  the 
performance  of  a  perfect  engine,*  with  which  the  plotted  points  derived 
from  the  data  of  tests  may  be  compared.  Guided  by  this  curve,  representing 
the  performance  of  a  perfect  engine,  a  line  A  B  has  been  drawn  proportional 
thereto,  and  so  placed  as  to  fairly  represent  the  circular  points  derived  from 
the  experiments.  It  is  proposed  to  accept  this  line  as  representing  the  steam 
consumption  of  the  experimental  engine  under  the  several  pressures  em- 
ployed. It  is  to  be  noted  that  it  is  not  the  minimum  performance  nor  the 
maximum,  but  it  is  a  close  approach  to  that  performance  which  is  suggested 
by  an  average  of  all  results  derived"  from  all  tests  which  were  run.  Since  its 
form  is  based  upon  a  curve  of  perfect  performance  it  has  a  logical  basis, 
and  since  it  does  no  violence  to  the  experimental  data  its  use  seems  justifiable. 


5      10     15    20    25    30   35   40  4-5     50    55 

FIG.  59. — Steam  consumption  under  different  pressures 


*This  curve  represents  the  performance  of  an  engine  working  on  Carnot's  cycle,  the 
initial  temperature  being  that  of  steam  at  the  several  pressures  stated,  and  the  final  tem- 
perature being  that  of  steam  at  1.3  pounds  above  atmospheric  pressure.  This  latter  value 
is  the  assumed  pressure  of  exhaust  in  locomotive  service.  • 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


37 


2 1 .  COAL,  CONSUMPTION. — The  results  of  certain  of  the  tests  which  were  run 
before  the  adoption  of  a  standard  coal  have  not  been  carried  out  for  purposes 
of  comparison,  which  fact  accounts  for  the  blanks  appearing  in  column  113  of 
the  data.  An  exhibit  of  all  data  which  is  comparable  is  set  forth  by  figs.  60  to 
64.  These  values,  especially  if  confined  to  the  tests  run  with  the  reverse  lever 
in  the  second,  fourth,  and  sixth  notches,  show  but  slight  variation  in  the  coal 
consumed  per  horsepower  hour  either  with  changes  of  speed  or  with  changes 
in  pressure.  The  fact,  also,  that  the  record  shows  but  3  out  of  46  tests  repre- 
senting a  great  variety  of  running  conditions,  for  which  the  consumption 
exceeds  4  pounds,  argues  well  for  the  efficiency  of  the  locomotive  in  ordinary 
service. 


•      •   : 


14- 


FIG.  60. — Coal  per  indicated  horsepower  hour. 


FIG.  61. — Coal  per  indicated  horsepower  hour. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


FIG.  62. — Coal  per  indicated  horsepower  hour 


FIG.  63. — Coal  per  indicated  horsepower  hour 


20 


::•.:::::::;  :::::;:•••::>••:•••:  ::::::::::::::::::::::::  :•••::•••:•••:  :::::•  :  :•••::•••::•::  I::::::::::::::::::::: 


„ 


hh!     I :  i  I  h  • 


A  6  8  10  12 

FIG.  64. — Coal  per  indicated  horsepower  hour. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE.  39 

22.  PERFORMANCE  UNDER  DIFFERENT  PRESSURES,  A  LOGICAL  BASIS  FOR 
COMPARISON. — The  record  of  coal  consumption,  as  set  forth  in  the  preceding 
paragraph,  is  that  actually  obtained  from  the  several  tests  run.  It  has  already 
been  shown  that  this  performance  is  affected  by  variations  in  the  evaporative 
efficiency  of  the  boiler,  due  doubtless  to  irregularities  in  firing,  but  which  are 
in  fact  unaccounted  for.  One  of  the  purposes  of  the  discussion  which  occu- 
pies the  preceding  chapter  has  been  to  reduce  the  values  actually  resulting 
from  the  tests  to  a  summarized  statement  which  may  be  accepted  as  a  general 
definition  of  performance,  assuming  all  irregularities  to  have  been  eliminated. 
Such  a  summarized  statement  is  that  which  is  shown  by  fig.  12.  It  is  also 
expressed  by  the  equation 

E  =  11.305  —  0.221  H 

It  is  now  proposed  to  determine  the  coal  consumption  per  indicated  horse- 
power, assuming  the  boiler  efficiency  to  have  been  in  all  cases  that  which  is 
expressed  by  this  equation. 

It  appears,  also,  from  the  data  that  the  steam  consumed  by  the  cylinders 
varies  for  each  different  pressure  with  changes  in  speed  and  cut-off,  and  it  has 
been  sought  in  the  preceding  paragraphs  to  summarize  the  facts  derived  from 
the  experiments  into  a  single  expression.  This  appears  in  the  form  of  the 
curve  A  B,  fig.  59,  which  is  to  be  accepted  as  representing  the  performance  of 
the  cylinders  under  different  pressures  without  reference  to  speed  or  cut-off. 
Combining  this  general  statement  expressing  cylinder  performance  with  that 
already  obtained  covering  boiler  performance,  it  should  be  possible  to  secure 
an  accurate  measure  of  the  coal  consumption  per  indicated  horsepower  hour, 
for  each  different  pressure  which  will  represent  the  results  of  all  tests  at  that 
pressure. 

The  steps  in  this  process  are  set  forth  by  table  2,  in  which — 

Column  i  gives  the  several  pressures  embraced  by  the  experiments. 

Column  2  gives  the  steam  consumption  per  indicated  horsepower  hour  for 
each  of  these  several  pressures  as  taken  from  the  curve  A  B,  fig.  59. 

Column  3  gives  the  number  of  thermal  units  in  each  pound  of  steam  at  the 
several  pressures,  assuming  the  feed-water  in  all  cases  to  have  had  a  tempera- 
ture of  60°  F.  The  values  of  this  column  show  at  a  glance  the  rate  of  change 
in  the  amount  of  heat  required  to  supply  steam  at  the  different  pressures 
embraced  by  the  experiments. 

Column  4  gives  the  pounds  of  water  from  and  at  212°  F.  per  indicated  horse- 
power hour.  It  equals  column  2  X  column  3  -^  965 . 8. 

Column  5  gives  the  pounds  of  water  evaporated  from  and  at  212°  F.  per 
pound  of  coal  and  is  calculated  as  follows :  Assuming  that  a  fair  average 
load  for  the  locomotive  tests  is  440  horsepower,  and  that  this  unit  of  power 
is  delivered  under  all  pressures,  the  corresponding  rate  of  evaporation  may 
be  found  by  multiplying  this  value  by  those  of  column  4  and  dividing  by  the 
area  of  heating  surface;  that  is,  the  rate  of  evaporation  =  440  X  column  4 
H-  1322.  The  equivalent  pounds  of  water  per  pound  of  coal  is  found  by 


HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


substituting  the  rates  of  evaporation  found  for  H  in  the  equation,  E  =  1 1 . 305 
— o. 221  H. 

Column  6  gives  the  pounds  of  coal  per  indicated  horsepower  per  hour  and 
equals  column  4-=- column  5. 

Column  7  gives  the  pounds  of  coal  saved  per  horsepower  hour  for  each  20- 
pound  increment  in  steam-pressure. 

Column  8  gives  the  percentage  saving  in  coal  for  each  20- pound  increment 
in  steam-pressure. 

TABLE  2. — Engine  performance  under  different  pressures. 


Boiler 
pres- 
sure. 

Steam  per  in- 
dicated horse- 
power per 
hour.  Values 
from  curve. 

B.  t.  u.  given 
to   1  pound 
steam  feed-water. 
(Temp.  =  60°.) 

Equivalent 
pounds  of 
water  per 
indicated 
horse-power 
hour. 

Equivalent 
pounds  of 
water  per 
pound  of  dry 
coal. 

Pounds  of 
coal  per  indi- 
cated horse- 
power hour. 

Coal  saving  for  each 
increment. 

Lbs. 

Per  cent. 

1 

3 

3 

4. 

5 

6 

7 

8 

240 

24.7 

1176.6 

30.09 

9.  10 

3-31 

.06 

1.8 

22O 

25-1 

1174.4 

30-52 

9.06 

3-37 

.06 

1.8 

2OO 

25-5 

1172.0 

30.94 

9-°3 

3-43 

.07 

2.0 

1  80 

26.0 

1169.5 

31.48 

8.99 

3-50 

.09 

2-5 

1  6O 

26.6 

II66.8 

32.14 

8.94 

3-59 

.18 

4.8 

140 

27.7 

1163.8 

33.38 

8.85 

3-77 

•23 

5-8 

120 

29.  I 

1160.5 

34-97 

8.73 

4.00 

The  values  of  table  2,  especially  those  of  columns  2  and  6,  are  of  more 
than  ordinary  significance.  They  represent  logical  conclusions  based  upon 
the  results  of  all  tests.  Comparisons  between  them  will  show  the  extent  to 
which  the  performance  of  a  locomotive  will  be  modified  by  changes  in  the 
steam-pressure  under  which  it  is  operated.  They  show  in  the  matter  of  steam 
consumption  (column  2)  that — 

Increasing  pressure  from  160  to  180  pounds  reduces  the  steam  consump- 
tion 0.6  pound,  or  2.3  per  cent. 

Increasing  pressure  from  1 80  to  200  pounds  reduces  the  steam  consump- 
tion 0.5  pound,  or  1.9  per  cent. 

Increasing  pressure  from  200  to  220  pounds  reduces  the  steam  consump- 
tion 0.4  pound,  or  1.6  per  cent. 

Increasing  pressure  from  220  to  240  pounds  reduces  the  steam  consump- 
tion 0.4  pound,  or  1.6  per  cent. 

In  the  matter  of  coal  consumption  (column  6)  they  show  that — 

Increasing  pressure  from  160  to  180  pounds  reduces  the  coal  consump- 
tion 0.9  pound,  or  2.5  per  cent. 

Increasing  pressure  from  180  to  203  pounds  reduces  the  coal  consump- 
tion 0.7  pound,  or  2.0  per  cent. 

Increasing  pressure  from  200  to  220  pounds  reduces  the  coal  consump- 
tion 0.6  pound,  or  1.8  per  cent. 

Increasing  pressure  from  220  to  240  pounds  reduces  the  coal  consump- 
tion 0.6  pound,  or  1.8  percent. 


HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE.  41 

These  values  are  from  actual  tests.  Those  who  are  inclined  to  insist  upon 
basing  their  conclusions  upon  observed  data  will  perhaps  find  in  them  a  satisfac- 
tory conclusion  of  the  whole  investigation.  The  results  show  how  slight  is 
the  gain  to  be  derived  from  any  increment  of  pressure  when  the  basis  of  the 
increments  is  above  160  pounds.  But  they  do  not  in  fact  tell  the  whole 
story.  In  order  to  secure  such  results  from  a  single  locomotive  it  was  neces- 
sary to  employ  a  machine  designed  for  the  highest  pressure  experimented 
upon.  Obviously,  for  the  tests  at  lower  pressure,  the  locomotive  was  need- 
lessly heavy  for  its  dimensions.  If  for  the  tests  under  each  of  the  lower 
pressures  the  excess  weight  could  have  been  utilized  in  providing  a  boiler  of 
greater  heating-surface,  the  difference  in  performance  with  each  increment 
of  pressure  would  have  been  less  than  that  to  which  attention  has  already 
been  called.  It  is  for  this  reason  that  the  results  already  quoted,  while 
significant  and  concise  in  their  meaning,  are  nevertheless  to  be  accepted  as 
insufficient  when  regarded  as  a  relative  measure  of  the  value  of  different 
steam-pressures.  An  extension  of  the  discussion  leading  to  a  more  general 
view  of  the  matter  will  be  found  set  forth  in  Chapters  VI  to  VIII. 


V.    MACHINE  FRICTION  AND  PERFORMANCE  AT  DRAW-BAR. 

23.  THE  CYLINDERS  vs.  THE  DRAW-BAR  AS  A  BASE  FROM  WHICH  TO  ESTI- 
MATE  PERFORMANCE. — In  the  later  paragraphs  of  the  preceding  chapter 
results  are  given  disclosing  the  performance  of  boiler  and  engine  as  based 
upon  cylinder  performance.     This  is  a  correct  basis  from  which  to  proceed 
in  discussing  the  relative  advantage  of  different  steam-pressures,  for  the  proc- 
ess of  the  cylinders  represents  the  last  of  the  thermodynamic  changes  by 
which  the  heat  of  the  fuel  is  transformed  into  work.     The  cylinders  are  in 
fact  one  step  nearer  the  problem  in  question  than  the  draw-bar,  which  for 
many  purposes  is  properly  regarded  a  better  basis  from  which  to  determine 
the  performance  of  a  locomotive.     This  being  the  case,  the  purpose  of  the 
present  chapter  will  be  entirely  served  if  attention  is  called  to  a  few  of  the 
more  significant  facts  which  center  in  the  output  of  power  at  the  draw-bar, 
leaving  the  general  discussion  as  to  the  relative  value  of  different  steam- 
pressures  to  be  continued  in  the  chapters  which  follow. 

24.  MACHINE  FRICTION. — This  is  the  difference  between  work  done  in  the 
engine  cylinders  and  that  which  appears  at  the  draw-bar.     The  facts  for  all 
tests  will  be  found  presented  in  the  data  (columns  141  to  143).     The  machine 
friction  expressed  in  terms  of  mean  effective  pressure  is  best  presented  by 
figs.  65  to  70.     With  reference  to  these  values  it  should  be  noted  that  machine 
friction  when  expressed  in  terms  of  mean  effective  pressure  will  be  greater  for 
a  locomotive  designed  for  high  boiler-pressures  than  for  another  of  equal  power 
designed  for  lower  pressure,  since  with  the  higher  steam-pressure  the  cylin- 
ders are  relatively  smaller. 

25.  A   GENERAL   STATEMENT   CONCERNING   FRICTIONAL   LOSSES. — It   is 
difficult  to  summarize  the  facts  concerning  engine  friction.     This  is  not  due 
to  defects  in  the  experimental  process  underlying  the  data,  but  to  the  fact 
that  the  frictional  resistance  of  the  machinery  of  the  locomotive  varies  greatly 
from  day  to  day.*     Evidence  of  this  is  accessible  even  to  the  casual  observer. 
During  any  given  test  it  is  likely  that  an  axle-box  or  a  crank-pin  may  run 
warm,  while  during  another  test  under  identical   conditions  of  power  the 
same  part  will  remain  perfectly  cool.     In  reviewing  the  data  (figs.  65  to  70) 
it  should  be  remembered  that  the  tests  were  not  run  in  any  predetermined 
order.     Upon  the  diagram  two  adjacent  results  may  represent  tests  between 
the  running  of  which  an  interval  of  many  months  may  have  elapsed.     This 
fact,  together  with  the  statement  already  made  concerning  variations  in 
the  frictional  resistance  of  the  machinery,  is  sufficient  to  account  for  the 
apparent  irregularities  presented. 

*A  general  discussion  of  this  question  with  data  will  be  found  in  Locomotive  Per- 
formance. 

42 


HIGH   STEAM-PRESSURES  IN   LOCOMOTIVE   SERVICE. 


43 


40 


Fio.  65. — Friction  mean  effective  pressure. 


FIG   67. — Friction  mean  effective  pressure. 


44 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


50 
4-0 


i:::::^:..:::.;;-':;  H  Hi 


FIG.  68. — Friction  mean  effective  pressure. 


FIG.  69. — Friction  mean  effective  pressure 


IA 


FIG.  70. — Friction  mean  effective  pressure. 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


45 


These  statements  make  evident  the  difficulties  to  be  encountered  in  attempt- 
ing to  derive  an  expression  in  simple  form  for  engine  friction.  That  the  fric- 
tion varies  but  slightly  with  increase  in  steam-pressure,  the  cylinder  diameters 
remaining  unchanged,  is  to  be  seen  by  fig.  71,  giving  all  of  the  results  obtained 
at  different  speeds  and  steam-pressures  with  the  reverse  lever  in  the  fourth 
notch.  Comparisons  involving  different  positions  of  the  reverse  lever  suggest 


120 


160 


180 


200 


220 


24O 


FIG.  71. — Friction  mean  effective  pressure  fourth  notch. 


50 
40 
30 

ao 


;::::::::.- :::::::: :::::-:- •:::::::: <""':::: 


8 


10 


12 


14 


FIG.  72. — Corrected  friction,  mean  effective  pressure  applicable  to  all  pressures. 

that  changes  in  cut-off  are  most  effective  in  modifying  engine  friction.  Acting 
upon  this  suggestion,  all  results  have  been  plotted  in  terms  of  cut-off.  The 
results  do  not,  of  course,  fall  in  line,  but  they  take  such  positions  as  readily  to 
suggest  the  form  of  a  curve  which  in  an  approximate  way  may  be  employed 
to  represent  them.  From  such  a  curve  the  values  set  forth  in  fig.  72  have 


46  HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE- 

been  derived.  It  is  proposed  to  accept  these  values  as  an  approximate 
measure  of  the  frictional  loss  for  locomotive  Schenectady  No.  2  under  all 
pressures.  They  are  probably  a  little  low  for  pressures  above  200  pounds, 
and  are  perhaps  somewhat  high  for  pressures  below  this  limit.  It  can  not 
be  assumed  that  they  apply  to  any  other  locomotive  than  that  which  was 
involved  by  the  experiments.  The  machine  friction  as  expressed  in  pounds 
pull  at  the  draw-bar  may  be  found  for  any  test  by  multiplying  the  mean 
effective  pressure  for  that  test  by  the  constant  88.  75. 

26.  STEAM  PER  DYNAMOMETER  HORSEPOWER  PER  HOUR. — Values  covering 
this  factor  are  set  forth  in  column  144  of  the  data.     They  express  the  com- 
bined efficiency  of  the   cylinders  and  machinery  of  the  locomotive.     They 
disclose  the  fact  that  there  are  few  conditions  of  running  for  which  the  loco- 
motive requires  more  than  30  pounds  of  steam  per  dynamometer  horsepower 
hour,  and  the  consumption  may  fall  below  27  pounds.     While  differences  in 
performance  for  all  pressures  above  200  pounds  are  not  great,  the  steam  con- 
sumption is  much  greater  when  the  pressure  is  as  low  as  120  pounds.     The 
data  show,  also,  that  for  best  results  the  cut-off  must  be  lengthened  as  the 
pressure  is  decreased.     The  facts  as  disclosed  by  the  data  are  as  follows: 

For  240  pounds  pressure  the  best  cut-off  is  approximately  the  second 

notch,  14  per  cent. 
For  220  pounds  pressure  the  best  cut-off  is  approximately  the  fourth 

notch,  19  per  cent. 
For  1 80  pounds  pressure  the  best  cut-off  is  approximately  the  eighth 

notch,  33  per  cent. 
For  1 20  pounds  pressure  the  best  cut-off  is  approximately  the  twelfth  or 

fourteenth  notch,  47  per  cent  or  56  per  cent. 

It  should  be  noted,  however,  that  this  summarized  statement  but  imper- 
fectly represents  the  full  exhibit  of  data  which,  in  this  as  in  similar  cases,  will 
generally  prove  the  most  satisfactory  source  of  information. 

27.  COAL   PER   DYNAMOMETER   HORSEPOWER   PER   HOUR. — This   factor 
(column  145)  represents  the  combined  performance  of  the  boiler,  the  cylin- 
ders, and  the  machinery  of  a  locomotive.     It  connects  the  energy  developed 
in  the  boiler  by  the  combustion  of  fuel  with  that  which   is   developed  at 
the  draw-bar.     In  all  cases  where  data  are  given  the  fuel  consumed  was  of 
the  same  quality;  hence  all  results  are  comparable.     The  data   sheets  are 
blank  for  all  tests  at  180  pounds  pressure,  since  for  these  tests  a  different 
quality  of  fuel  was  used.     The  results  may  be  easily  reviewed  by  reference 
to  figs.  73  to  77.     Under  a  pressure  of  240  pounds  the  range  is  between  3.35 
and  5.01,  while  at  a  pressure  of  160  pounds  the  range  is  between  3.79  and  4.78, 
results  which  are  of  interest  from  at  least  two  points  of  view.     First,  because 
of  the  small  difference  in  performances  resulting  from  a  relatively  large 
change  in  pressure,  and,  second,  because  of  the  significance  of  the  values 
quoted  when  accepted  as  a  measure  of  locomotive  performance.     It  is  doubt- 
ful if  any  other  type  of  steam-engine  exhausting  into  the  atmosphere  can  be 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


47 


depended  upon  to  deliver  power  from  the  periphery  of  its  wheel  in  return 
for  the  expenditure  of  so  small  an  amount  of  fuel. 

28.  CORRECTED  RESULTS. — The  values  representing  coal  and  steam  con- 
sumption, which  have  thus  far  been  referred  to  as  performance  at  the  draw- 
bar, are  those  actually  observed.  A  close  comparison  of  these  will  some- 
times fail  to  give  consistent  results  because  of  irregularities  in  boiler  perform- 
ance or  in  the  frictional  resistance  of  the  machinery  growing  out  of  causes 
already  discussed. 

In  table  22  values  are  presented  from  which  all  such  discrepancies  ha^  e  been 
eliminated.  They  are  those  which  would  have  been  obtained  if  the  evapo- 
rative efficiency  for  all  tests  had  been  that  indicated  by  the  equation, 

£=11.305  —  0.221  H 

and  the  machine  friction  for  all  cases  had  been  that  shown  by  figure  72. 
Column  156  giving  the  corrected  coal  per  dynamometer  horsepower,  and  col- 
umn 157  the  corrected  steam  per  dynamometer  horsepower,  may  be  accepted 
as  representing  the  best  information  derived  from  the  entire  research. 


50 
40 


30 


A  6  8  10 

FIG.  73. — Coal  per  dynamometer  horsepower  hour. 


12 


14- 


FIG.  74. — Coal  per  dynamometer  horsepower  hour 


48 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


12  14 


FIG.  75. — Coal  per  dynamometer  horsepower  hour. 


IHIIIIIIlii;  ;:;i;ii!!i;jj 


50 
40 
30 

20 


$ 


ill 


a          -4          6          8          10         iz 

FIG.  76. — Coal  per  dynamometer  horsepower  hour. 


14 


a         4         6          a         10         12 

FIG.  77. — Coal  per  dynamometer  horsepower  hour. 


VI.   BOILER-PRESSURE  AS  A  FACTOR  IN  ECONOMICAL  OPERATION. 


29.  The  amount  of   steam  consumed  by  the  locomotive  per  unit  power 
developed,  when  operated  under  various  pressures  between  the  limits  of  1 20 
pounds  and  240  pounds,  has  already  been  defined  (fig.  59).     Basing  conclu- 
sions on  results  thus  disclosed,  it  is  now  proposed  to  determine  the  increase  in 
efficiency  which  may  be  secured  through  the  adoption  of  higher  pressure  for 
any  given  increase  in  the  weight  of  the  boiler  and  its  related  parts.     That  this 
may  be  done,  it  is  essential  to  determine  the  relation  between  boilers  of  a  given 
size  when  designed  for  different  pressures. 

30.  WEIGHT  OF  LOCOMOTIVE  AS  AFFECTED  BY  STEAM-PRESSURE. — The 
parts  of  a  locomotive  which  are  affected  by  changes  in  steam-pressure,  assum- 
ing the  power  to  remain  constant,  are  the  boiler  and  certain  portions  of  the 
engine.     The  boiler  to  be  adapted  to  a  higher  steam-pressure  requires  thicker 
plates,  heavier  riveting,  and  stronger  staying,  all  tendingto  augment  its  weight. 
The  effect  of  the  change  upon  the  engine,  however,  is  to  make  it  lighter,  for 
since  with  increased  pressure,  cylinders,  pistons,  and  valves  become  smaller, 
their  weight  will  generally  diminish.     Asa  basis  for  exact  values,  defining  their 
relationship,  lines  were  laid  down  for  a  boiler  of  the  following  dimensions :  * 

Diameter  of  first  ring,  inches 63 

Number  of  2-inch  tubes 258 

Length  of  tubes,  feet 14 

Total  heating-surface,  square  feet 2024 

Length  of  grate,  inches 90 

Width  of  grate,  inches 60 

Area  of  grate,  feet 37-5 

Boiler-pressure,  pounds 190 

Four  designs  were  made,  adapted  to  four  different  pressures,  respectively, 
from  which  designs  weights  were  calculated,  with  results  shown  by  table  3. 

TABLE  3. — Weight  of  those  parts  of  a  locomotive  which  are  affected  by  changes  in 

boilei -pressure. 


Boiler 
pres- 
sure. 

Weight  of  boiler. 

Weight  of  cylinders, 
valves,  and  pistons. 

Weight  of  water. 

Weight  of  all  parts 
affected  by  changes 
in  pressure. 

1 

2 

3 

4 

5 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

1  60 

30679 

12580 

16349 

59608 

190 

32913 

12240 

.   16536 

61689 

22O 

36076 

11990 

I666I 

64727 

250 

3^953 

11620 

16848 

67421 

*  These  and  other  determinations  involve  weights  of  boilers  which  were  supplied  by  the 
courtesy  of  the  American  Locomotive  Company.     (See  Appendix  III.) 

49 


50  HIGH   STEAM-PRESSURES  IN   LOCOMOTIVE   SERVICE. 

The  weight  of  the  cylinders,  valves,  and  pistons  which  would  bemused  with  a 
boiler  having  2024  feet  of  heating-surface  in  making  up  a  representative  loco- 
motive carrying  the  different  pressures  designated  is  set  forth  in  column  3. 
The  weight  of  water  when  the  boiler  is  filled  to  the  second  gage  appears  as 
column  4.  The  weight  of  steam  is  negligible.  The  total  weight  of  all  parts  of 
the  locomotive  directly  affected  by  the  changes  in  pressure  are  given  as  column 
5,  and  the  values  of  this  column  have,  for  the  purpose  of  interpolation,  been 
plotted  in  terms  of  steam-pressure,  with  results  set  forth  by  fig.  78. 


250 


150 


50,000  60.000  70,000 

FIG.  78. — Weight  of  boiler  as  affected  by  changes  in  pressure. 

With  these  data  it  is  proposed  to  show  the  extent  to  which  the  performance 
of  a  typical  locomotive  using  saturated  steam  may  be  improved  by  increasing 
the  pressure  carried  within  its  boiler.  For  convenience,  six  different  pressures 
having  values  between  120  pounds  and  220  pounds  will  be  utilized  as  bases 
from  which  to  assume  an  increase  of  pressure.  The  increase  of  pressure  from 
each  base  will  be  such  as  may  be  possible  upon  the  allowance  of  definite  incre- 
ments in  the  weight  of  those  portions  of  the  locomotive  affected  by  pressure, 
and  in  like  manner  the  improvement  in  performance  will  be  expressed  as  a  per 
cent  of  that  which  is  normal  to  the  base.  The  results  of  the  process  outlined 
are  presented  in  table  4.  An  explanation  of  the  columns  of  this  table, 
which  are  not  self-evident,  is  as  follows: 

Column  3.  Weight  of  those  parts  of  a  typical  locomotive  affected  by  changes  in 
steam- pressure,  including  water  in  boiler. — The  values  of  this  column,  for  each 
of  the  several  pressures  stated  in  column  2,  are  taken  directly  from  the  dia- 
gram of  fig.  78,  the  basis  of  which  has  already  been  explained. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE. 


Column  5.  New  boiler-pressure  obtainable  by  utilizing  the  increase  of  weight  in 
making  a  stronger  boiler. — The  values  in  this  column  for  each  of  the  several 
weights  stated  in  column  4  were  taken  from  the  diagram  of  fig.  78. 

Column  6.  Steam  per  indicated  horsepower  per  hour  at  the  pressures  given  in 
column  2.— Values  for  this  column  are  taken  directly  from  the  curve  of  fig.  59. 

Column  7.  Steam  per  indicated  horsepower  per  hour  at  the  new  pressures  given 
in  column  5. — These  values,  also,  were  taken  directly  from  the  diagram  (fig.  59) . 

TABLE  4. — Total  saving  when  a  possible  increase  of  weight  is  utilized  as  a  means  o/ j| 

increasing  boiler-pressure. 


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LJ*. 

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r 

1  2O 

55560 

58340 

150 

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27.1 

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1.67 

8-54 

140 

57390 

60260 

171 

27.7 

26.3 

5-05 

1.23 

6.28 

r            J 

160 

59220 

62180 

192 

26.6 

25-7 

3-39 

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4.21 

5       1 

1  80 

61050 

64100 

213 

26.0 

25.2 

3.08 

•75 

3.83 

200 

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66020 

234 

25-5 

24.8 

2-75 

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L 

220 

64710 

67940 

255 

25-1 

24-5 

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2.97 

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61  120 

181 

29.  i 

26.0 

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57390 

63130 

203 

27.7 

25-4 

8.31 

2  .02 

10.33 

1  60 

59220 

65140 

225 

26.6 

25.0 

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I  .46 

7.48 

L 

I  80 

61050 

67150 

247 

26.0 

24.6 

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I  2O 

55560 

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57390 

66000 

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27.7 

24.8 

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59220 

68100 

257 

26.6 

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7.90 

I  .92 

9.82 

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120 

55560 

66670 

24I 

29.  i 

24.7 

15.12 

3.67 

18.79 

Column  8.  Direct  saving  in  steam  consumption,  resulting  from  an  increased 
weight  equal  to  the  per  cent  shown  in  column  i.— Values  of  this  column  are  equal 
to  100  times  those  of  column  6  minus  those  of  column  7  divided  by  those  of 
column  6. 

Column  9.  Indirect  saving  due  to  reduced  rates  of  evaporation,  per  cent. — As- 
suming the  locomotive  to  work  at  the  same  power  at  whatever  pressure  it  may 
carry,  the  saving  in  steam  resulting  from  the  increased  pressure  set  forth  in 
column  8  diminishes  the  demand  upon  the  boiler,  and,  as  the  efficiency  of  the 
boiler  increases  as  the  rate  of  evaporation  is  reduced,  there  results  an  indirect 
saving  with  each  increase  of  pressure.  The  relation  between  the  evaporative 
efficiency  of  the  boiler  and  the  rate  of  evaporation  has  already  been  defined 


52  HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

(fig.  1 2) .  Assuming  the  normal  rate  of  evaporation  for  the  boiler  under  initial 
conditions  to  be  10,  then  a  reduction  of  i  per  cent  in  the  rate  of  evaporation 
will  effect  an  increase  in  the  evaporative  efficiency  of  0.243  per  cent.  The 
values  in  column  9,  therefore,  are  those  of  column  8  multiplied  by  the  con- 
stant 0.243. 

Column  10.  Total  saving. — The  total  saving  is  the  sum  of  columns  8  and  9. 

The  significance  of  this  table  may  best  be  appreciated  by  the  following 
examples : 

By  line  i  of  the  table  it  appears  that  the  base  is  120  pounds  (column  2). 
The  parts  of  the  typical  locomotive  designed  for  this  pressure,  which  are 
affected  by  changes  in  steam-pressure,  weigh  55,560  pounds  (column  3).  If, 
now,  in  designing  a  new  lot  of  locomotives,  it  becomes  possible  to  increase 
this  weight  by  5  per  cent  (column  i),  the  weight  of  these  parts  for  the  new 
locomotive  may  be  58,340  pounds  (column  4).  This  weight,  if  put  into  a 
boiler  of  the  same  capacity,  will  allow  the  pressure  to  be  increased  from  1 20 
pounds  (column  2)  to  150  pounds  (column  5),  and  as  a  result  its  steam  con- 
sumption per  horsepower  hour  will  fall  from  29.1  pounds  (column  6)  to  27.1 
pounds  (column  7),  or  6.87  per  cent  (column  8).  But  the  saving  of  6.87 
per  cent  in  steam  consumption  diminishes  the  demand  which  is  made  upon 
the  boiler  for  steam,  and  at  the  lower  rate  of  evaporation  the  boiler  becomes 
i .  67  per  cent  (column  9)  more  efficient,  giving  a  total  gain  as  a  result  of  the 
change  in  pressure  of  8.58  per  cent  (column  10).  In  a  similar  manner  each 
line  of  the  table  presents  a  measure  of  the  improvement  to  be  expected  from 
some  definite  increase  of  pressure. 

A  study  of  the  analysis  which  has  preceded  will  show  that  the  values  of 
column  10  may  be  accepted  as  fairly  representing  the  increase  in  efficiency 
which  may  be  secured  in  return  for  a  given  increase  in  steam-pressure,  or,  as  is 
more  clearly  shown  by  table  4,  in  return  for  a  given  increase  in  the  weight  of 
those  parts  of  the  locomotive  affected  by  increase  of  pressure. 

While  the  comparison  is  based  on  improved  efficiency,  it  will,  of  course,  be 
understood  that ,  at  the  limit,  the  saving  shown  may  be  converted  into  a  cor- 
responding increase  of  power.  It  would  have  been  possible  by  assuming  con- 
stant efficiency  to  have  shown  the  improvement  in  terms  of  increase  of  power. 


VII.    BOILER  CAPACITY  AS  A  FACTOR  IN  ECONOMICAL 

OPERATIONS. 


31.  In  the  preceding  chapter  there  is  considered  the  advantage  to  be  de- 
rived through  the  utilization  of  any  possible  increase  in  the  weight  of  a  loco- 
motive, as  a  means  by  which  to  secure  an  increase  of  pressure.  It  is  the  pur- 
pose of  this  chapter  to  consider  the  benefit  which  may  be  derived  by  utilizing 
similar  increments  in  weight  to  secure  an  increase  in  boiler  capacity,  the 
pressure  remaining  constant.  The  weights  of  boilers  and  related  parts 
involved  by  such  a  comparison  have  been  ascertained  from  considerations 
similar  to  those  which  controlled  in  the  preceding  case.  A  boiler  of  the 
dimensions  already  given  (paragraph  30),  designed  for  190  pounds,  was  made 
the  starting-point  from  which  values  were  ascertained  for  boilers  of  different 
capacities  designed  to  carry  160  pounds  pressure.  The  characteristics  of  the 
several  boilers  thus  designed  are  set  forth  in  table  5. 

TABLE   5. — Characteristics  of  four  boilers  designed  for    160  pounds  pressure  and  different 

capacities. 


Weight  of 

parts  of 

Diam- 
eter of 
boiler. 

Number 
of  2- 
inch 
tubes. 

Length 
of 
tubes. 

Length 
of 
grate. 

Width 
of 
grate. 

Area 
of 
grate. 

Area 
of 
heating 
surface. 

Weight 
of 
boiler. 

Weight 
of  water 
in  boiler. 

locomotive 
which  are 
affected  by 
changes  in 

heating- 

surface. 

1 

3 

3 

4 

5 

6 

7 

8 

9 

10 

In. 

Ft. 

In. 

In. 

Sq.  ft. 

Sq.  ft. 

Lbs. 

Lbs. 

Lbs. 

63 

258 

14 

90 

60 

37-4 

2O24 

30,679 

16,349 

47,028 

69 

326 

J4 

IO2 

65 

46.  i 

2538 

36,321 

19,344 

55,665 

67 

338 

16 

I  O2 

65 

46.  i 

3013 

41,013 

20,092 

61,105 

70 

396 

16 

96 

75 

50.0 

3498 

42,894 

21,965 

64,859 

The  steam-pressure  being  constant,  the  dimensions  and  consequently  the 
weight  of  the  cylinders  and  related  parts  for  the  development  of  a  given  power 
remain  unchanged.  It  is  obvious,  also,  that  since  the  only  change  in  the 
locomotive  is  in  the  size  of  its  boiler,  the  cylinder  performance  will  be  the 
same  for  locomotives  having  boilers  of  different  size.  The  saving  which  will 
result  from  the  employment  of  boilers  of  greater  capacity  will  be  only  that 
which  results  from  the  diminished  rate  of  evaporation  per  unit  area  of  heating- 
surface.  The  relation  of  evaporative  efficiency  and  rate  of  evaporation  has 
already  been  defined  (fig.  12),  so  that  both  factors  in  the  problem  now  are 

53 


54 


HIGH   STEAM-PRESSURES   JN  LOCOMOTIVE   SERVICE. 


known,  namely,  the  increase  in  weight  necessary  for  a  given  increase  in  capac- 
ity and  the  effect  of  any  increase  in  capacity  in  improving  the  evaporative 
efficiency.  By  means  of  relations  thus  established  values  have  been  deter- 
mined which  are  presented  as  table  6.  An  explanation  of  those  columns 
of  this  table  which  are  not  self-evident,  is  as  follows : 

TABI,E  6. — Saving  -when  a  possible  increase  of  weight  is  utilized  as  a  means  of  increasing 

heating-surface. 


Increase  of 

Weight  of 
parts  of  a 

Heating- 
surface  of 

heating-sur- 
face ob- 

Saving in 

Increase 
of 
weight. 

Boiler- 
pressures 
selected 
as  bases. 

typical 
locomotive 
(boiler,  cylin- 
ders, valves, 

Allowable 
increase  of 
weight. 

typical 
locomotives 
whose 
weights 

tainable  by 
utilizing  in- 
crease of 
weight  in 

Increase  of 
heating- 
surface. 

evaporative 
performance 
due  to 
reduced 

pistons,  and 

are  given  in 

making  a 

rate. 

water). 

column  3. 

larger  boiler. 

1 

3 

3 

4 

5 

G 

7 

8 

Per  ct. 

Lfo. 

Lbs. 

Lbs. 

S<f.  //. 

Sg.  ft. 

Per  cent. 

Per  cent. 

r 

120 

55560 

2778 

2OOO 

234-7 

n-73 

2.85 

140 

5739° 

2869 

2OOO 

242.5 

12  .  12 

2-95 

5] 

1  6O 

59220 

2961 

2OOO 

250.1 

12.50 

3-04 

< 

I  80 

61050 

3052 

2OOO 

257-7 

12.88 

3-13 

i 

200 

62880 

3144 

2OOO 

265-3 

13.26 

3.22 

I 

22O 

64710 

3235 

2OOO 

272.9 

13.64 

3-31 

r 

I2O 

5556o 

5556 

2OOO 

469.4 

23-47 

5-70 

TO    i 

140 

57390 

5739 

2OOO 

484.9 

24.24 

5.89 

1U    < 

1  6O 

59220 

5922 

2OOO 

500.4 

25.02 

6.08 

I 

1  80 

61050 

6105 

2OOO 

5I5.9 

25.79 

6.27 

( 

I2O 

5556o 

8334 

2OOO 

704.2 

35-21 

8-55 

15    \ 

I4O 

57390 

8608 

2OOO 

727-3 

36-36 

8.84 

I 

1  6O 

59220 

8883 

2OOO 

750.6 

37-53 

9.  12 

20 

120 

5556o 

11112 

2OOO 

939-0 

46.95 

I  I  .41 

Column  3  is  the  weight  of  boiler,  the  contained  water,  and  the  cylinders, 
pistons,  and  valves.  While  the  cylinders,  pistons,  and  valves  do  not  change 
for  any  given  pressure,  their  weights  are  included  to  make  the  values  com- 
parable with  those  employed  in  the  analysis  of  the  preceding  chapter.  They 
are  in  fact  identical  with  the  values  of  column  3,  table  4. 

Column  4.  Allowable  increase  in  weight. — The  values  of  this  column  are  the 
percentages  indicated  by  column  i  of  the  values  of  column  3. 

Column  6.  Increase  of  heating-surface. — Values  for  this  column  have  been 
obtained  by  plotting  weight  of  affected  parts  in  terms  of  heating-surface 
(columns  10  and  7,  table  5).  The  results  appear  as  fig.  yg.  From  a  repre- 
sentative line  drawn  through  points  thus  obtained  showing  the  relation  be- 
tween the  weight  of  the  boiler  and  water,  and  the  number  of  square  feet  of 
heating-surface,  it  can  be  shown  that  an  increase  of  10,000  pounds  in  the 
weight  of  boiler  and  affected  parts  permits  an  increase  of  845  square  feet  in 
heating-surface.  Therefore,  in  table  6,  column  6  equals  column  4  multiplied 


HIGH  STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE.  55 

by  0.0845.  This  relation  was  obtained  from  data  of  a  boiler  designed  for  160 
pounds  pressure  and  is  assumed  to  be  approximately  true  for  boilers  of  other 
pressures. 

Column  7.  Increase  of  heating-surface,  per  cent,  is  column  6  multiplied  by  100 
divided  by  column  5.  It  also  shows  the  per  cent  reduction  in  the  rate  of 
evaporation. 

Column  8.  Saving  in  evaporative  performance  due  to  reduced  rate,  per  cent. — 
Values  in  this  column  have  been  obtained  from  those  of  the  preceding 
column  by  means  of  a  relationship  already  established  controlling  evaporative 
efficiency  of  boiler  and  rate  of  combustion  (fig.  12).  This  relation  is  such  that 
a  reduction  of  i  per  cent  in  the  rate  of  combustion  increases  the  evaporative 
efficiency  0.243  per  cent.  Values  of  column  8  are,  therefore,  those  of  column 
7  multiplied  by  this  factor. 


3000 


2000 


45,000  55,000  65,000 

FIG.  79. — Weight  of  boiler  as  affected  by  changes  in  heating-surface. 

The  significance  of  table  6  will  be  understood  from  the  following  illustration, 
based  upon  the  first  line  of  the  table.  Assuming  an  existing  locomotive  operat- 
ing under  a  pressure  of  120  pounds  (column  2)  to  have  a  boiler  containing  2000 
feet  of  heating  surface  (column  5)  weighing  with  the  contained  water  55,560 
pounds  (column  3),  an  increase  of  5  per  cent  (column  i)  or  2778  pounds 
(column  4),  will  permit  an  extension  in  heating  surface  of  234.7  square  feet 
(column  6)  which,  compared  with  its  original  surface  is  an  increase  of  11.73 
per  cent  (column  7).  This  increase  in  the  extent  of  heating-surface,  assum- 
ing the  power  developed  to  remain  unchanged,  will  result  in  an  improvement 
in  the  performance  of  the  boiler  of  2.86  per  cent  (column  8) .  The  facts  under- 
lying the  analysis  are  primarily  the  results  of  tests. 


VIII.  CONCLUSIONS  CONCERNING  BOILER-PRESSURE  VERSUS 
BOILER  CAPACITY  AS  A  MEANS  OF  INCREASING  THE 
EFFICIENCY  OF  A  SINGLE-EXPANSION  LOCOMOTIVE. 

32.  In  the  preceding  chapters  an  analysis  has  been  given  showing  the  saving 
which  may  result  in  locomotive  service,  first,  by  increasing  the  pressure,  the 
boiler  capacity  remaining  unchanged,  and,  second,  by  increasing  the  heating- 
surface,  the  pressure  remaining  unchanged.  A  summary  of  the  conclusions  of 
these  chapters  is  presented  as  figs.  80  to  85,  in  which  the  full  line  represents 
the  gain  through  increase  of  boiler-pressure  and  the  dotted  line  the  correspond- 
ing gain  through  increase  of  boiler  capacity.  The  values  for  these  diagrams 
are  taken  directly  from  tables  4  and  6.  It  will  be  seen  that  starting  with  pres- 
sures which  are  comparatively  low,  the  most  pronounced  results  are  those  to 
be  derived  from  increments  of  pressure.  With  each  rise  in  pressure,  however, 
the  chance  for  gain  through  further  increase  diminishes.  With  a  starting- 
point  as  high  as  180  pounds,  the  saving  through  increased  pressure  is  but 
slightly  greater  than  that  which  may  result  through  increased  boiler  capacity. 

The  fact  should  be  emphasized  that  the  conclusions  above  described  are 
based  upon  data  which  lead  back  to  the  question  of  coal  consumption.  The 
gains  which  are  referred  to  are  measured  in  terms  of  coal  which  may  be  saved 
in  the  development  of  a  given  amount  of  power.  It  will  be  remembered  that 
conditions  which  permit  a  saving  in  coal  will,  by  the  sacrifice  of  such  saving, 
open  the  way  for  the  development  of  greater  power,  but  the  question  as  defined 
is  one  concerning  economy  in  the  use  of  fuel.  It  is  this  question  only  with 
which  the  diagrams  (figs.  80  to  85)  deal. 

There  are  other  measures  which  may  be  applied  to  the  performance  of  a 
locomotive  which,  if  employed  in  the  present  case,  would  show  some  difference 
in  real  values  of  the  two  curves  (figs.  80  to  85).  The  indefinite  character  of 
these  measures  prevents  them  being  directly  applied  as  corrections  to  the 
results  already  deduced,  but  their  effect  may  be  pointed  out.  Thus,  the  extent 
to  which  an  increase  of  pressure  will  improve  performance  has  been  defined, 
but  the  definition  assumes  freedom  from  leakage.  If,  therefore,  leakage  is 
allowed  to  exist,  the  result  defined  is  not  secured.  Moreover,  an  increase  of 
pressure  increases  the  chance  of  loss  through  leakage,  so  that,  to  secure  the 
advantage  which  has  been  defined,  there  must  be  some  increase  in  the  amount 
of  attention  bestowed,  and  this,  in  whatever  form  it  may  appear,  means 
expense,  the  effect  of  which  is  to  reduce  the  net  gain  which  it  is  possible  to 
derive  through  increase  of  pressure.  Again,  in  parts  of  the  country  where  the 
water-supply  is  bad,  any  increase  of  pressure  will  involve  increased  expense  in 
56 


HIGH    STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE. 


57 


the  more  careful  and  more  extensive  treatment  of  feed-water,  or  in  the 
increased  cost  of  boiler  repairs,  or  in  detentions  arising  from  failure  of  injector, 
or  from  all  of  these  sources  combined.  The  effect  of  such  expense  is  to  reduce 
the  net  gain  which  it  is  possible  to  derive  through  increase  of  pressure.  These 
statements  call  attention  to  the  fact  that  the  gains  which  have  been  defined 
as  resulting  from  increase  of  pressure  (figs.  80  to  85)  are  to  be  regarded  as 
the  maximum  gross;  as  maximum  because  they  are  based  upon  results 
derived  from  a  locomotive  which  was  at  all  times  maintained  in  the  highest 
possible  condition,  and  as  gross  because  on  the  road  conditions  are  likely 
to  be  introduced  which  will  necessitate  deductions  therefrom. 


10  15 

FIG.  80. 

The  line  A  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  stronger  boiler  to  permit  a  higher  pressure. 

The  line  B  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  larger  boiler  to  give  increased  capacity. 

The  relation  which  has  been  established  showing  the  gain  to  be  derived 
through  increased  boiler  capacity  is  subject  to  but  few  qualifying  conditions. 
It  rests  upon  the  fact  that  for  the  development  of  a  given  power  a  large  boiler 
will  work  at  a  lower  rate  of  evaporation  per  unit  area  of  heating-surface  than 
a  smaller  one.  The  saving  which  results  from  diminishing  the  rate  of  evapora- 
tion is  sure;  whether  the  boiler  is  clean  or  foul,  tight  or  leaky,  or  whether  the 
feed-water  is  good  or  bad,  the  reduced  rate  of  evaporation  will  bring  its  sure 
return  in  the  form  of  increased  efficiency.  An  increase  in  the  size  of  a  boiler 
will  involve  some  increase  in  the  cost  of  maintenance,  but  such  increase  is 
slight  and  of  a  sort  which  has  not  been  regarded  in  the  discussion  involving 
boilers  designed  for  higher  pressures. 


58  HIGH   STEAM-PRESSURES   IN-  LOCOMOTIVE  SERVICE. 

Keeping  in  mind  the  fact  that  as  applied  to  conditions  of  service  the  line 
A  is  likely  to  be  less  stable  in  its  position  than  B,  the  facts  set  forth  by  figs.  80 
to  85  may  be  briefly  reviewed. 

Basing  comparisons  upon  an  initial  pressure  of  120  pounds  (fig.  80),  a  5  per 
cent  increase  in  weight,  when  utilized  in  securing  a  stronger  boiler,  will  im- 
prove the  efficiency  8.5  per  cent,  while  if  utilized  in  securing  a  larger  boiler  the 
improvement  will  be  a  trifle  less  than  3  per  cent.  Arguing  from  this  base,  the 
advantage  to  be  derived  from  an  increase  of  pressure  is  great.  If,  however, 
the  increase  in  weight  exceeds  10  per  cent,  the  curve  A  ceases  to  diverge  from 


0  5  10  15  20 

FIG.  81. 

The  line  A  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  stronger  boiler  to  permit  a  higher  pressure. 

The  line  B  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  larger  boiler  to  give  increased  capacity. 

B  and  if  both  curves  are  sufficiently  extended,  they  will  meet,  all  of  which  is 
proof  of  the  fact  that  the  rate  of  gain  is  greatest  for  relatively  small  incre- 
ments of  weight. 

Basing  comparisons  upon  an  initial  pressure  of  140  pounds  (fig.  81),  the 
relative  advantage  of  increasing  the  pressure  diminishes,  though  on  the  basis 
of  a  5  per  cent  increase  in  weight  it  is  still  double  that  to  be  obtained  by 
increasing  the  capacity. 

Basing  comparisons  upon  an  initial  pressure  of  160  pounds  (fig.  82),  the  ad- 
vantage to  be  gained  by  increasing  the  pressure  over  that  which  may  be  had  by 
increasing  the  capacity  is  very  small,  so  small  in  fact  that  a  slight  droop  in  the 
curve  of  increased  pressure  (A)  would  cause  it  to  'disappear.  As  the  curve  B 


HIGH  STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 


59 


may  be  regarded  as  fixed,  while  A,  through  imperfect  maintenance  of  boiler 
or  engine,  may  fall,  the  argument  is  not  strong  in  favor  of  increasing  pressure 
beyond  the  limit  of  160  pounds. 

Basing  comparisons  upon  an  initial  pressure  of  180  pounds  (fig.  83),  the 
advantage  under  ideal  conditions  of  increasing  the  pressure,  as  compared  with 
that  resulting  from  increasing  the  capacity,  has  a  maximum  value  of  approxi- 
mately one-half  of  i  per  cent.  In  view  of  the  incidental  losses  upon  the  road 
the  practical  value  of  the  advantage  is  nil.  The  curves  A  and  B,  fig.  83,  con- 
stitute therefore  no  argument  in  favor  of  increasing  pressure  beyond  the  limit 
of  1 80  pounds. 


10  15 

FIG.  82. 

The  line  A  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  stronger  boiler  to  permit  a  higher  pressure. 

The  line  B  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  larger  boiler  to  give  increased  capacity. 

Basing  comparisons  upon  an  initial  pressure  of  200  pounds  (fig.  84),  it 
appears  that  under  ideal  conditions  either  the  pressure  or  the  capacity  may  be 
increased  with  equal  advantage  which  in  effect  is  a  strong  argument  in  favor 
of  increased  capacity  rather  than  of  higher  pressure. 

Basing  comparisons  upon  a  pressure  of  220  pounds  (fig.  85),  it  appears  that 
even  under  ideal  conditions  of  maintenance  the  gain  in  efficiency  resulting 
from  an  increase  of  pressure  is  less  than  that  resulting  from  an  increase  of 
capacity.  In  view  of  this  fact,  no  possible  excuse  can  be  found  for  increasing 
pressure  above  the  limit  of  220  pounds. 


6o 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


The  line  A  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  stronger  boiler  to  permit  a  higher  pressure. 

The  line  B  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  larger  boiler  to  give  increased  capacity. 


The  line  A  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 

utilized  in  making  a  stronger  boiler  to  permit  a  higher  pressure. 
The  line  A  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  larger  boiler  to  give  increased  capacity. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE. 


61 


10 


20 


FIG.  85. 


The  line  A  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  stronger  boiler  to  permit  a  higher  pressure. 

The  line  B  represents  the  saving  in  fuel  when  an  allowable  increase  in  weight  is 
utilized  in  making  a  larger  boiler  to  give  increased  capacity. 


APPENDIX  I. 


THE  LOCOMOTIVE  EXPERIMENTED  UPON. 

33.  LOCOMOTIVE  SCHENECTADY  No.  2  was  ordered  of  the  Schenectady 
Locomotive  Works  in  1897.  In  selecting  a  second  locomotive  which  should 
serve  the  purposes  of  the  Purdue  testing-plant,  it  was  decided  to  have  the 
boiler  of  substantially  the  same  capacity  as  that  of  the  locomotive  previously 
employed  in  the  laboratory  and  which  in  later  years  has  been  known  as 
Schenectady  No.  i.  In  some  other  respects  the  new  locomotive  differed 
from  its  predecessor.  Its  boiler  was  designed  to  operate  under  pressures  as 
high  as  250  pounds,  a  limit  which  was  then  25  per  cent  higher  than  the 
maximum  employed  in  practice.  Horizontal  seams  are  butt- jointed  with 
welt  strips  inside  and  out,  and  are  sextuple-riveted.  The  design  of  its 
cylinders  and  saddle  is  such  as  readily  to  permit  the  conversion  of  the  simple 
engine  into  a  two-cylinder  compound.  The  driving-wheels  of  the  new 
locomotive  are  of  larger  diameter  than  those  of  Schenectady  No.  i . 


FIG.  86. — Outline  elevation  of  locomotive 

The  securing  of  so  fine  a  locomotive  especially  designed  for  its  work  by  the 
university  was  made  possible  through  the  generous  interest  shown  by  the 
Schenectady  Locomotive  Works.  Various  other  manufacturers,  also,  con- 
tributed to  the  general  result.  Chief  among  these  should  be  named  the  Beth- 
lehem Steel  Company,  of  South  Bethlehem,  Pennsylvania,  which  company 
contributed  the  hollow-forged,  nickel-steel  driving-axles  and  crank-pins ;  the 
American  Steel  Casting  Company,  of  Thurlow,  Pennsylvania,  castings  for  the 
main  frame,  driving-wheel  centers,  crossheads,  pistons,  rock-shaft,  driving- 
box  saddles,  and  various  smaller  castings ;  the  Ashton  Valve  Manufacturing 
Company,  of  Boston,  safety  valves;  the  Detroit  Lubricator  Company,  of 
Detroit,  cylinder  lubricator ;  the  Williams  Sellers  Company,  of  Philadelphia, 
injectors;  and  the  Keasby  &  Mattison  Company,  of  Ambler,  Pennsylvania, 
magnesia  boiler-covering. 
62 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE.  63 

The  principal  characteristics  of  the  locomotive  are  as  follows : 

Type 4-4-0 

Total  weight,  pounds 109,000 

Weight  on  four  drivers,  pounds 61,000 

Valves:  Type,  Richardson  balanced. 

Maximum  travel,  inches 6 

Outside  lap,  inches i£ 

Inside  lap,  inches o 

Ports : 

Length,  inches 12.0 

Width  of  steam  port,  inches 1.5 

Width  of  exhaust  port,  inches 3.0 

Total  wheel  base,  feet 23 

Rigid  wheel  base,  feet 8.5 

Cylinders : 

Diameter,   inches 16 

Stroke,  inches 24 

Drivers,  diameter  front  tire,  inches 69 .  25 

Boilers  (style,  extended  wagon-top) : 

Diameter  of  front  end,  inches 52 

Number  of  tubes 200 

Gage  of  tube 12 

Diameter  of  tube,  inches 2 

Length  of  tube,  feet 11.5 

Length  of  fire-box,  inches 72 . 06 

Width  of  fire-box,  inches 34. 25 

Depth  of  fire-box,  inches 79 .  oo 

Heating-surface  in  fire-box,  square  feet 126.0 

Heating  surface  in  tubes,  water  side,  square  feet 1196.00 

Heating  surface  in  tubes,  fire  side,  square  feet 1086.00 

Total  heating  surface  including  water  side  of  tubes,  square  feet  1322  .00 

Total  heating  surface  including  fire  side  of  tubes, square  feet.  .  1212  .00 

Total  heating  surface,  value  accepted  for  use  in  all  calculations  1322 .  oo 
Ratio  of  total  heating  surface  based  on  water  side  of  tubes  to 

that  based  on  fire  side  of  tubes i  .091 

Grate  area,  square  feet 17 .  oo 

Thickness  of  crown-sheet,  inches •£$ 

Thickness  of  tube  sheet,  inches T9* 

Thickness  of  side  and  back-sheets,  inches 

Diameter  of  stay-bolts,  inches 

Diameter  of  radial  stays,  inches 

Driving-axle  journals: 

Diameter,  inches 7i 

Length,  inches 8£ 

34.  WORK  WITH  SCHENECTADY  No.  2. — The  locomotive  as  delivered  in 
November,  1897,  was  equipped  with  2o-inch  cylinders  which  were  bushed  to 
1 6-inch,  and  as  soon  as  practicable  thereafter  was  regularly  operated  in  the 
routine  work  of  the.  laboratory.  As  data  accumulated  it  was  discovered  that 
the  performance  of  the  new  engine  was  less  satisfactory  than  that  of  the  old. 
In  seeking  a  cause  for  this  result,  it  was  found  that  the  inside  of  the  bushings 
was  pitted  by  the  tear  of  the  tool  which  bored  them  and  that  the  cylinder- 
covers  were  roughly  turned.  It  was  thought  that  these  causes  might  have 
operated  to  increase  cylinder  condensation.  The  inside  of  the  bushings  and 
the  surfaces  of  the  cylinder  heads  were,  therefore,  carefully  polished,  but  as 
the  results  were  not  all  that  had  been  anticipated,  the  2o-inch  bushed  cylin- 
ders, with  their  comparatively  large  clearance,  were  finally  removed  and  new 
1 6-inch  cylinders  applied  in  their  place.  Meantime,  also,  there  were  occa- 


64  HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

sional  difficulties  in  the  leakage  of  steam  from  the  live  steam  ports  to  the 
exhaust  ports  in  the  joint  between  the  cylinders  and  saddles.  Since  after 
each  change  it  was  necessary  to  allow  considerable  time  for  the  natural 
processes  of  the  laboratory  to  yield  data  from  which  to  judge  of  its  effect, 
progress  in  advancing  the  more  substantial  investigations  was  necessarily 
slow.  Meantime,  however,  several  incidental  investigations  of  some  impor- 
tance were  undertaken,  such  as  an  elaborate  test  of  fuels,*  a  test  of  a 
new  form  of  valve  gear  for  locomotives,  tests  to  determine  the  proportion 
of  straight  and  tapered  stacks,  f  and  tests  of  a  locomotive  stoker. 

With  problems  of  the  sort  already  described  requiring  attention,  and  with 
only  sufficient  money  available  to  permit  the  operation  of  the  testing-plant  for 
purposes  of  instruction,  a  study  of  the  effect  of  high-pressures  made  little 
progress.  It  was  not  until  1904  that  the  grant  was  received  from  the  Carnegie 
Institution  of  Washington  which  made  it  possible  for  the  work  to  be  under- 
taken in  a  manner  insuring  its  speedy  conclusion.  Thus  aided,  an  organiza- 
tion was  effected,  assuring  the  continuous  operation  of  the  laboratory,  and 
work  was  undertaken  in  earnest.  During  the  following  summer  it  became 
necessary  to  send  the  locomotive  to  the  shops  of  the  Pennsylvania  Railroad 
Company  at  Indianapolis,  where  new  side-sheets  were  applied  to  the  fire-box 
of  the  boiler,  it  having  been  found  difficult  to  keep  the  old  ones  absolutely  tight 
in  the  presence  of  small  cracks  which  had  developed.  At  the  beginning  of  the 
succeeding  school  year  the  work  under  the  auspices  of  the  Carnegie  Institution 
of  Washington  was  renewed,  and  continued  throughout  the  school  year.  As  in 
June,  some  tests  still  remained  to  be  run,  the  work  was  continued  into  the 
summer,  the  last  test  having  been  run  August  7,  1905. 

35.  PHOTOGRAPHS  AND  DRAWINGS. — Locomotive  Schenectady  No.  2,  as  it 
appeared  when  delivered  to  the  University,  is  shown  by  fig.  86,  a  series  of 
illustrations  from  photographs  showing  the  engine  as  mounted  in  the  labora- 
tory by  figs.  87  to  93,  and  line  drawings  of  its  most  essential  details  by  figs. 
94  to  117. 

*Testsof  Coal  for  Locomotives,  Proceedings  of  the  Western  Railway  Club,  Dec.,  1898. 
t  Tests  of  Locomotive  Stacks,  American  Engineer  for  the  year  1902. 


FIG.  88. — A  center 


Valves  controlling  water  circulation  in  friction  brakes,  the   traction   dyna- 
mometer and  scale  case.., 


LFiG.  89. — The  locomotive  from  the  rear 


FIG.   90. — The  cylinder  and  the  indicator  motion. 


FIG.  91. — Locomotive   driving  wheels  and  their  supporting  wheels. 


HIGH   STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 


66 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


FIG.  96. — Cylinders,  compound. 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE  SERVICE. 


FIG.  97. — Piston  and  rod. 


FIG.  98. — Crosshead. 


68 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


FIG.  99. — Yoke  and  guides. 


—  61!— 

^  —  8"-* 

K/i"R 

-8"— 

iff 

-Up... 


|R 

"•—  ~  _  m 

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"nsr 

«o 

'~r  — 

s 

—  — 

7^ 

—  r 

-f- 

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—  7f-* 

-?¥• 

IQ'3 

«—  5"-* 

7  2" 

1     A 


I*V 


FIG.  100. — Axle  and  crank  pins. 


HIGH  STEAM-PRESSURES  IN  LOCOMOTIVE  SERVICE. 


69 


FIG.  101. — Eccentric 


B         SECTION  A-B 


FIG.  102. — Eccentric  strap. 


HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


f 

4 

1    i  i  •         i  [  •        i 

!           (I 

j-b*.*. 

'T   T   ' 

4n 

•                            * 

<M 

i 

a 

*, 

< 

* 

^ 

^f 
~-i« 
«o 

(•)          (j) 

'                             ? 

•sV& 

c!)       j 

^*5/ 

FIG.  103. — Eccentric  blade. 


FIG.  104. — Link  and  block. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE- 
531  


FIG.  105. — Valve  rod. 


FIG.  106. — Rocker  and  rocker  box. 


FIG.  107. — Valve  yoke. 


HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


HALF  PLAN  OF  TOP    HALF  PLAN  OF  BOTTOM 


FiG.  108. — Slide  valve. 


FIG.  109. — Reverse  shaft. 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


73 


FIG.  110. — Reverse  lever 


FIG.  111. — Throttle  lever. 


74 


HIGH  STEAM-PRESSURES  IN   LOCOMOTIVE   SERVICE. 


1 

-^ 

J 
i        « 

i 

i 
i 

i 
i 

i 

Is. 

f 

! 

i 
i 

• 

1 

'%f* 

FIG.  112. — Dry  pipe. 


FIG.  113. — Steam  piping. 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


75 


FIG.  114. — Exhaust  pipe  and  tip. 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


FIG.  116. — Cylinder  heads. 


HIGH  STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 


77 


^..|/0\...^;^7Tgy 


APPENDIX  II. 
METHODS,  AND  DATA  DERIVED  FROM  TESTS. 

36.  THE  TESTS. — All  tests,  the  results  of  which  are  herewith  presented, 
have  been  run  under  a  full  open  throttle.     Six  different  pressures  have  been 
employed,  namely,   120,   160,   180,  200,  220,  and  240  pounds  by  gage.     At 
each  of  these  pressures  tests  have  been  run  at  a  speed  of  20,  30,  40,  and  50 
miles,  and  under  all  conditions  of  pressure,  save  that  of  240  pounds,  tests 
have  been  run  at  60  miles  an  hour.     For  each  speed  and  pressure,  where 
practicable,  tests  have  been  run  at  two  or  more  different  cut-offs.     The  plan 
of  the  tests  has,  therefore,  involved  three  variables,  namely,  pressure,  speed, 
and  cut-off.     The  purpose  of  the  plan  has  been  to  define  the  performance 
of  the  engine  when  running  under  a  wide-open  throttle,  and  within  limits 
which  were  found  practicable  with  reference  to  each  of  the  three  variables 
named. 

Much  has  already  been  made  of  record  concerning  the  methods  of  testing 
upon  the  Purdue  locomotive  testing-plant,  making  an  elaborate  description 
unnecessary  in  this  connection.*  Great  pains  were  always  taken  to  avoid 
all  occasions  for  correcting  observed  data.  Leaks,  either  of  water  or  steam, 
were  not  permitted.  In  anticipation  of  a  test,  the  engine  was  always  warmed 
by  a  considerable  period  of  preliminary  running.  As  a  check  upon  the  work 
as  it  proceeded,  observations  were  plotted  as  taken.  Observers  were  em- 
ployed as  follows : 

To  keep  running  log  and  time  and  to  read  the  smoke-box  draft  gages i 

To  take  indicator-cards,  to  read  the  dry-pipe  pressure,  the  back -pressure,  the  draft 

in  the  fire-box,  and  to  check  time  on  the  Bristol  recording-gages 2 

To  control  the  speed  by  regulating  the  brake  load i 

To  weigh  feed-water 2 

To  weigh  coal  and  to  observe  boiler-pressure  and  smoke-box  temperature i 

To  read  the  dynamometer  and  the  counter  registering  the  continuous  revolutions  of 

driving-axles i 

To  read  the  throttling  calorimeter,  the  barometer,  and  the  thermometer  showing 

laboratory  temperature i 

To  weigh  the  injector  overflow  and  to  make  a  graphical  running-log i 

To  operate  the  cinder-trap 2 

To  sample  smoke-box  gases i 

37.  OBSERVED  AND  CALCULATED  DATA  are  presented  in  detail  by  tables  7 
to  22.     In  these  tables  each  horizontal  line  represents  a  test  and  the  several 
tests  are  grouped  with  respect  to  steam-pressure.     The  duplicate  tests,  ia, 
3a,  and  5a,  the  results  of  which  appear  in  the  tables,  have  been  included 
with  the  others  chiefly  for  the  purpose  of  securing  as  large  a  number  of  points 
as  practicable  from  which  to  define  the  boiler  performance  under  a  pressure 
of  240  pounds.     For  convenience  in  presentation,  the  entire  exhibit  is  sepa- 
rated into  different  tables,  an  explanation  of  which  follows. 

*  Locomotive  Performance,  John  Wiley  &  Sons.  Also,  Tests  of  the  Experimental 
Locomotive  of  Purdue  University,  Proceedings  of  the  American  Society  of  Mechanical 
Engineers. 

78 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE-  79 

TABLE  7. — GENERAL  CONDITIONS. 

Column  i.    Test  number. 

Column  2.  Laboratory  symbol. — The  first  term  of  this  symbol  represents  the 
speed  in  miles  per  hour,  the  second  the  position  of  the  reverse  lever  upon  its 
quadrant,  expressed  in  notches  forward  of  the  center,  and  the  third  the  steam- 
pressure.  Thus,  the  symbol  for  test  No.  i  is  20-2-240,  which  indicates  that 
the  test  was  run  under  a  speed  of  20  miles  an  hour,  that  the  reverse  lever  was 
in  the  second  notch  forward  of  the  center,  and  that  the  boiler-pressure  was  240 
pounds. 

Column  3.  Date.— This  column  will  be  of  service  to  those  who  wish  to  trace 
the  sequence  of  tests. 

Column  4.  Duration  of  test  in  minutes. — In  general  it  was  sought  to  have  all 
tests  of  such  length  as  would  permit  the  burning  of  not  less  than  250  pounds 
of  coal  per  foot  of  grate-surface,  but  it  often  happened,  especially  where 
the  conditions  of  a  test  were  such  as  to  tax  the  capacity  of  the  boiler,  that  the 
test  was  terminated  because  of  some  unexpected  defect,  such,  for  example,  as  a 
hot  axle-box  or  crank-pin,  or  the  failure  of  an  injector. 

Column  5.  Reverse  lever,  notch  from  center  forward. 

Column  6.  Position  of  throttle. — This,  for  all  tests  under  consideration,  is 
shown  to  have  been  wide  open. 

Column  7.  Barometer-pressure,  pounds  per  square  inch. 

Column  8.  Boiler- pressure,  determined  by  reference  to  a  special  gage  so 
attached  that  it  could  readily  be  calibrated.  The  value  given  is  the  average 
of  observations  made  at  5-minute  intervals.  The  boiler-pressure  was  also 
registered  by  a  special  Bristol  recording-gage,  the  chart  of  which  was  timed  to 
make  a  complete  revolution  in  6  hours. 

Column  9.  Dry-pipe  pressure  was  read  from  a  gage  attached  to  one  of  the 
branch-pipes.  The  value  given  is  the  average  of  observations  made  at  five- 
minute  intervals.  Comparing  the  values  obtained  from  it  with  those  obtained 
from  the  boiler-gage  should  disclose  the  drop  in  pressure  between  the  boiler  and 
cylinder-saddle. 

Column  10.  Temperature  of  the  laboratory  is  the  average  of  observations 
taken  at  lo-minute  intervals. 

TABLE  8. — SPEED,  WATER,  AND  STEAM. 

Column  1 1 .  Total  revolutions  is  the  difference  between  the  initial  and  final 
reading  of  the  engine  register.  Readings  from  this  register  were  taken  at  10- 
minute  intervals.  The  speed  was  also  indicated  and  registered  by  a  Boyer 
speed-recorder,  the  reading  of  which  gives  a  ready  means  of  noting  fluctua- 
tions of  speed  during  any  given  test. 

Column  12.   Revolutions  per  minute  =  column  n-f-  column  4. 

Column  13.  Miles  equivalent  to  total  revolutions  =  column  n  X  circumfer- 
ence of  drivers  in  feet  -=-  5280  -—  column  1 1  -f-  292.31. 

Column  14.  Miles  per  hour  =  column  13  X  60  -f-  column  4. 

Column  15.  Temperature  of  feed-water,  the  average  of  readings  in  degrees 
Fahrenheit  at  lo-minute  intervals.  The  comparatively  high  temperature 
represented  by  some  of  the  values  given  in  this  column  are  due  to  the  use  of 
distilled  water  obtained  from  the  heating-plant. 


80  HIGH  STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 

Column  1 6.  Water  delivered  to  boiler  is  the  total  amount  of  water  weighed  to 
injectors,  less  that  lost  by  injector  overflow.  The  apparatus  by  means  of 
which  the  feed-water  was  supplied  and  weighed  consists  of  a  circular  tank  6 
feet  in  diameter  and  8  feet  high,  from  which  the  injectors  draw  their  supply. 
This  tank  is  fitted  with  a  single  water-glass  by  which  the  level  of  the  water 
within  may  be  noted.  Above  this  tank,  a  large  weighing  tank  was  mounted 
on  a  pair  of  scales,  arranged  with  a  quick-opening  valve  and  an  overflow. 
When  in  use,  this  tank  was  filled  to  overflowing  and  weighed,  after  which 
it  was  emptied  as  needed,  and  when  empty  weighed  again,  thus  giving  the 
exact  weight  of  water  used.  A  low-pressure  Bristol  recording  gage  connected 
with  a  small  pipe  opening  downward  into  the  weighing  tank,  by  registering 
the  difference  in  pressure  as  the  tank  was  alternately  filled  and  emptied, 
served  as  a  check  upon  the  count  of  the  observers.  This  gage  was  screened 
and  locked  from  those  engaged  in  the  weighing. 

The  locomotive  having  been  brought  to  conditions  of  running  prescribed  for 
a  test,  in  anticipation  of  the  start  the"  injectors  were  shut  off,  and  the  discharge 
valves  of  the  weighing-barrels  closed.  Upon  signal,  the  height  of  the  water 
in  the  water-glass  upon  the  boiler  was  noted  by  means  of  a  graduated  scale  and 
the  level  in  the  large  tank  was  defined  by  means  of  a  light  thread  tied  about  the 
glass.  As  the  test  proceeded,  the  water  level  in  the  main  tank  was  allowed  to 
stand  below  the  thread.  At  the  end  of  a  test  it  was  sought  to  have  the  level 
of  the  water  in  the  boiler  the  same  as  at  the  beginning.  This  was  usually 
accomplished  within  a  small  fraction  of  an  inch,  variations  in  height  being 
accounted  for  by  allowing  36  pounds  for  each  tenth  of  an  inch  difference  in 
level.  The  injectors  were  shut  off  either  before  or  at  the  end  of  a  test,  after 
which  the  main  tank  from  which  their  supply  is  taken  was  filled  to  the  thread 
on  the  glass.  The  water  which  passed  the  weighing  tank  from  the  time  the 
test  was  started  until  the  supply  tank  was  filled  to  its  original  level  represents 
water  delivered  to  the  injectors. 

Water  lost  at  the  overflow  of  the  injectors  was  received  by  a  small  cali- 
brated tank  upon  the  subfloor  of  the  laboratory,  readings  of  which  were  taken 
at  the  beginning  and  end  of  the  test.  Water  thus  accounted  for,  when 
deducted  from  the  total  weight  delivered  to  the  injectors,  gives  the  water 
delivered  to  the  boiler,  as  set  forth  in  column  16. 

Column  17.  Water  lost  from  boiler  includes  that  discharged  by  the  calo- 
rimeter and,  in  some  few  cases,  that  which  was  estimated  to  have  been  lost 
by  incidental  leaks  which  sometimes  started  during  the  progress  of  a  test. 
The  calorimeter  loss  per  hour  was: 

54  pounds  when  boiler-pressure  was  240  pounds. 
49  pounds  when  boiler-pressure  was  220  pounds. 
43  pounds  when  boiler-pressure  was  200  pounds. 
37  pounds  when  boiler-pressure  was  180  pounds. 
34  pounds  when  boiler-pressure  was  160  pounds. 
20  pounds  when  boiler-pressure  was  120  pounds. 

Column  1 8.  Steam  supplied  to  engine  =  column  16  —  column  17. 

Column  19.  Water  evaporated  by  boiler  per  hour=  column  16  X  60-7-  column  4. 

Column  20.  Steam  supplied  engine  per  hour  —  column  18  X  60  -T-  column  4. 

Column  21.  Quality  of  steam  in  dome  of  boiler. — This  was  determined  by  a 
throttling  calorimeter,  the  orifice  of  which  was  0.072  inch  in  diameter.  The 
calorimeter  was  attached  close  to  the  dome  and  was  carefully  wrapped  as  a 
precaution  against  radiation. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


8l 


TABLE  9. — COAL. 

Column  22.  Kind  of  coal. — During  some  of  the  work  involved  by  the  tests 
under  consideration,  different  samples  of  coal  supplied  by  the  Cleveland,  Cin- 
cinnati, Chicago  and  St.  Louis  (Big  Four)  Railroad  Company  were  used. 
The  origin  of  this  coal  was  not  known  to  the  laboratory  authorities.  The  fact, 
however,  that  the  coal  was  donated  and  that  the  principal  interest  in  the  in- 
vestigation concerned  cylinder  performance,  seemed  to  justify  its  use.  Later, 
however,  arrangements  were  made  with  the  C.  Jutte  Company,  under  which 
Youghiogheny  coal  was  donated  f.  o.  b.  Cincinnati,  and  this  coal  was  ex- 
clusively used  for  all  work  which  had  not  been  done  prior  to  September,  1904. 
The  coal  thus  secured  is  a  bituminous  coal  of  recognized  quality.  It  is  one  of 
the  grades  recommended  by  the  committee  of  the  American  Society  of  Me- 
chanical Engineers  as  a  standard  for  boiler  tests.  While  the  records  of  the 
laboratory  are  complete  for  all  tests,  that  of  the  boiler  is  omitted  for  tests  not 
run  with  the  Youghiogheny  coal.  All  facts  presented  by  the  record  are,  there- 
fore, entirely  comparable.  An  analysis  of  the  coal  used  is  shown  in  table  6a. 

TABLE  6a. — Coal  analysis. 


1 

No.  of 
test. 

3 

Combined 
moisture. 

3 

Ash. 

4 

Volatile 
combustible. 

5 

Fixed  carbon. 

6 

Sulphur. 

I 

0.618 

8.423 

33-044 

57-9I4 

0.863 

la 

0.385 

9-567 

33-054 

56.993 

0.765 

2 

0-752 

6.425 

33-707 

59-H5 

0.901 

3« 

0.798 

10.089 

33-184 

55-930 

I  .  170 

5 

0.562 

7-454 

33-628 

58.357 

0.925 

50 

0.926 

8.711 

32.936 

57-426 

0.862 

8 

0.612 

7.140 

33.266 

58.981 

0.876 

ii 

0.727 

7.440 

33-854 

57-979 

0.796 

13 

1  .060 

7.028 

33-989 

57.922 

0.900 

J4 

0.980 

6.161 

33-989 

58-869 

1  .022 

15 

0.853 

7-779 

33-580 

57.787 

0.946 

16 

1  .040 

7.092 

33.665 

58  .  203 

0-779 

17 

0.976 

6.320 

34.698 

58.005 

0.890 

21 

0.933 

6-385 

34.296 

58-385 

0-794 

22 

1  .050 

7-950 

34-385 

56.615 

0.909 

24 

1-057 

6.986 

33-745 

58.211 

0.859 

29 

0.992 

6.845 

34.160 

58.002 

0.879 

30 

1.718 

7.170 

34-503 

57-609 

0.879 

32 

0.773 

6.  224 

34-485 

58.518 

0.766 

33 

0.457 

6.907 

34.248 

58.387 

0.883 

35 

1.442 

6.899 

33-6i6 

58.042 

0.856 

37 

1-313 

7.203 

33-420 

58  -  064 

I  .O2I 

38 

0.656 

7.291 

32-675 

59-377 

0.823 

39 

1  .019 

6.274 

34-I94 

58.512 

0.884 

41 

1.015 

6.705 

35  ,475 

56-785 

1.185 

42 

0.852 

6.968 

34.120 

58.060 

0.891 

67 

0.985 

7.890 

35-640 

55.485 

I  .040 

68 

0.855 

6.950 

35-320 

56-875 

0.900 

76 

0.811 

6.326 

34.026 

58.836 

0.851 

77 

0.540 

8.327 

34.212 

56.921 

0.8II 

81 

0.709 

6.711 

34-431 

58.139 

0.853 

87 

0.850 

8.010 

35-520 

55-615 

1  .610 

89 

O.2I2 

8.840 

34.418 

56.495 

I.I50 

92 

I.OI5 

9-370 

34-450 

55-I65 

1-095 

94 

I  .  100 

7.410 

35-500 

55-945 

I  .227 

82  HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

Column  23.  Dry  coal  fired. — By  "dry  coal"  is  meant  the  coal  after  incidental 
or  surface  moisture  has  been  removed.  A  shovelful  of  coal  was  taken  from 
each  loaded  barrow  as  it  was  delivered  to  the  fireman,  and  placed  in  a  galvanized- 
iron  pan.  At  the  conclusion  of  the  test,  all  lumps  in  the  coal  thus  obtained 
were  broken  tc'a  fairly  uniform  size,  after  which  the  pile  was  thoroughly  mixed 
and  one-half  rejected.  This  process  of  reducing  in  size,  mixing,  and  discarding 
was  continued  until  a  sample  of  about  10  pounds  weight  was  obtained,  which 
was  placed  in  a  galvanized  pan  of  suitable  size,  weighed,  and  deposited  in  a 
rack  over  the  steam-pipes,  where  it  was  allowed  to  remain  for  not  less  than 
8  hours.  After  this,  it  was  again  weighed.  The  loss  in  weight  thus  obtained 
is  assumed  to  be  the  amount  of  moisture  present  in  the  coal,  and  was  entered 
upon  the  log  of  the  tests  as  a  percentage  record.  The  actual  weighings  of  coal 
for  the  test  were  corrected  for  the  moisture  thus  accounted  for.  The  results 
appear  in  column  23. 

Column  24.  Dry  ash. — In  locomotive  service,  not  all  of  the  non-combustible 
content  of  the  fuel  appears  as  ash  iri  the  ash-pan.  A  proportion  of  the  whole 
amount  of  ash,  varying  with  the  strength  of  the  draft  and  consequently  with 
the  conditions  under  which  the  locomotive  is  operated,  passes  off  by  the  stack. 
In  the  practice  of  the  laboratory,  the  fire  was  vigorously  shaken  immediately 
before  the  beginning  of  a  test  and  the  ash-pan  thoroughly  cleaned.  As  the  test 
proceeded,  refuse  accumulated  in  the  ash-pan  and  at  the  conclusion  of  the  test 
the  fire  was  reduced  by  shaking  to  its  original  condition,  after  which  the  refuse 
in  the  ash-pan  was  sprinkled  and  drawn  off  into  large  galvanized-iron  pans. 
Generally  the  whole  amount  was  dried,  and  when  dry  was  weighed.  In  some 
cases,  however,  the  refuse  was  sampled  in  the  same  manner  as  the  coal  and 
weighed.  The  result  in  either  case  is  set  forth  by  column  24. 

Column  25.  Dry  coal  minus  dry  ash. — Judged  by  the  manner  in  which  the 
data  are  obtained,  the  values  of  this  column  would  in  stationary  practice  con- 
stitute the  pounds  of  combustible  fired.  The  fact  that  in  locomotive  service 
it  is  impracticable  to  account  for  all  the  ash  deprives  the  values  of  this  column 
of  such  significance.  The  values  of  column  25  are,  therefore,  not  designated 
as  pounds  of  combustible,  but  are  presented  merely  as  a  difference  based  upon 
actual  observations. 

Column  26.  Combustible  by  analysis. — The  values  of  this  column  are  ob- 
tained by  multiplying  column  23  by  the  sum  of  the  volatile  combustible  and 
fixed  carbon  given  in  columns  4  and  5,  respectively,  in  the  table  "Coal  analysis" 
of  this  appendix,  in  the  explanation  of  column  22. 

Column  27.  Dry  coal  per  hour  =  column  23  X  60  -j-  column  4. 

Column  28.   Dry  coal  per  square  foot  of  qrate-surface  per  hour  =  col.  27-7-17. 

Column  29.    Dry  coal  per  sq.  ft.  of  heating-surface  per  hour— col.  27-7-1322. 

Column  30.  Coal  per  mile  run  —  column  23  -*•  column  13. 

Column  3 1 .  Cinders  caught  in  front  end. — At  the  conclusion  of  each  test  the 
front  door  was  opened  and  all  cinders  found  therein  shoveled  into  large  gal- 
vanized-iron pans  and  weighed.  The  record  will  not  be  found  entirely  con- 
sistent, since  the  quantity  of  cinders  collected  is  a  function  not  only  of  the 
draft  but  also  of  the  duration  of  the  test.  As  the  front  end  becomes  filled,  a 
smaller  proportion  of  all  solid  matter  going  through  the  tubes  remains  therein. 
The  observed  results  are  given  as  obtained. 

Column  32.  Sparks  from  the  stack. — A  measure  of  the  volume  of  solid  matter 
discharged  from  the  stack  was  obtained  by  the  use  of  a  sampling- tube  above 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE.  83 

the  stack,  in  a  manner  which  has  been  elsewhere  described.*  By  means  of  a 
suitably  curved  tube  it  is  possible  systematically  to  explore  the  issuing  stream 
of  steam  and  gases  and  to  entrap  all  solid  matter  which  comes  within  the  area 
of  the  exploring-tube.  From  data  thus  obtained,  an  estimate  has  been  made 
of  the  spark  losses  per  hour,  with  the  results  set  forth  in  column  32. 

TABLE  10. — DRAFT  AND  BOILER  PERFORMANCE. 

Column  33.  Draft  in  front  of  diaphragm  is  expressed  in  inches  of  water  and  is 
the  average  value  of  observations  taken  at  5 -minute  intervals. 

Column  34.  Draft  back  of  the  diaphragm  is  expressed  in  inches  of  water 
and  is  the  average  value  of  observations  taken  at  5 -minute  intervals.  The 
difference  between  the  values  of  column  33  and  column  34  represents  the 
resistance  of  the  diaphragm. 

Column  35.  Draft  in  fire-box  is  expressed  in  inches  of  water  and  is  the  average 
of  observations  taken  at  5-minute  intervals.  The  connection  with  the  fire-box 
was  by  means  of  a  hollow  stay-bolt.  The  difference  between  the  values  of 
column  34  and  those  of  35  should  represent  the  resistance  of  the  tubes. 

Column  36.  Smoke-box  temperature. — The  values  of  this  column  are  the 
average  of  observations  taken  by  means  of  a  high-grade  thermometer  at  10- 
minute  intervals. 

Column  37.  Water  evaporated  per  square  foot  of  heating-surface  per  hour. — 
This  is  column  19  -f-  1322. 

Column  38.  Water  evaporated  per  pound  of  dry  coal=  column  19  -f- column 
27.  This  column  gives  the  actual  evaporation. 

Column  39.  Equivalent  evaporation  per  hour  —  column  19  x  column  43  -r- 
965.8. 

Column  40.  Equivalent  evaporation  per  square  foot  of  heating-surface  per 
hour  =  column  39  -=- 1 3  2  2 . 

Column  4  r .  Equivalent  evaporation  per  square  foot  of  grate  surface  per  hour  = 
column  39  -r-  17. 

Column  42.  Equivalent  evaporation  per  pound  of  dry  coal  =  column  39  -f- 
column  27. 

TABLE  n. — BOILER  PERFORMANCE  (CONTINUED). 
Column  43.    B.  t.  u.  taken  up  by  each  pound  of  water  evaporated—-  xr-\- 

9-<?o- 

Column  44.  B.  t.  u.  taken  up  by  the  boiler  per  minute  =  column  19  X  column 
43-=- 60. 

Column  45.  B.  t.  u.  taken  up  by  boiler  per  pound  of  dry  coal  =  column  38  X 
column  43. 

Column  46.  B.  t.  u.  taken  up  by  boiler  per  pound  of  combustible  =  column 
45  X  ioo-r-per  cent  of  combustible  as  shown  by  analysis  in  table  6a,  "Coal 
Analysis,"  of  this  Appendix  in  the  explanation  of  column  22. 

Column  47.  B.  t.  u.  taken  up  by  boiler  for  100  B.  t.  u.  in  coal= column  45  X 
i oo  -T-  column  55. 

Column  48.  Boiler  horsepower  =  column  39  -=-  34.5. 

*  Locomotive  Sparks,  published  by  John  Wiley  &  Sons;  also,  The  Effect  of  High  Rates 
of  Combustion  upon  the  Efficiency  of  Locomotive  Boilers,  Proceedings  of  the  New  York 
Railroad  Club,  September,  1896. 


84  HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 

TABLE  12.- — CHEMICAL  RESULTS. 

Columns  49  to  52.  Composition  of  flue  gases. — The  sampling  of  flue  gases  was 
accomplished  by  the  use  of  a  long  copper  tube  passing  through  a  suitable 
fixture  attached  to  the  shell  of  the  smoke-box.  The  sampling-tube  entered 
the  smoke-box  radially  and  was  of  sufficient  length  to  extend  to  its  center. 
Gas  entered  the  sampling-tube  by  small  perforations  near  its  inside  end.  The 
arrangement  was  such  that  the  penetration  of  the  tube  into  the  smoke-box 
could  be  varied  from  nothing  to  28  inches.  In  taking  a  sample,  the  tube  was 
systematically  moved  over  a  distance  of  3  or  4  inches  at  a  time  and  allowed  to 
remain  in  each  position  for  a  period  of  several  minutes.  In  this  manner  each 
sample  was  drawn  from  all  points  in  the  path  of  the  tube.  The  samples  were 
in  all  cases  drawn  from  the  smoke-box  over  mercury  and  were  analyzed  by 
means  of  an  Orsat-Muncke  apparatus.  Every  effort  was  made  to  secure 
accuracy  in  this  work.  A  skillful  chemist  gave  his  entire  time  to  securing 
samples  of  gas  and  coal  and  in  analyzing  the  same.  Notwithstanding  the 
precautions  taken,  the  results  do  not  serve  any  large  purpose  in  explaining  the 
performance  of  the  boiler.  For  example,  among  the  results  of  the  tests  are 
some  showing  abnormally  high  boiler  performance,  and  others  for  which  the 
performance  is  low.  It  had  been  hoped  that  in  some  of  these  cases  at  least  the 
composition  of  the  smoke-box  gases  would  disclose  the  reason  for  abnormal 
performance.  It  has  been  concluded,  however,  after  an  elaborate  study  of 
the  whole  matter  that  no  safe  relation  can  be  traced  between  the  actual 
evaporative  performance  of  the  boiler  and  the  composition  of  the  smoke-box 
gases.  Computations  have  been  made,  also,  for  a  considerable  number  of  the 
tests,  in  the  development  of  a  heat  balance,  into  the  calculation  of  which  the 
composition  of  the  smoke-box  gases  enters.  Such  computations,  however, 
developed  a  factor  unaccounted  for  too  large  to  justify  the  work.  The  defect 
in  the  process  of  determining  the  composition  of  the  gases  lies  probably  in  the 
methods  by  which  the  sample  is  secured.  The  fact  seems  to  be  that  no  system 
has  yet  been  devised  by  which  a  sufficiently  representative  sample  of  gas  can 
be  secured  from  the  smoke-box  of  a  locomotive  into  which  gases  of  many  dif- 
ferent values  are  doubtless  discharged,  the  movement  of  which  is  too  rapid  and 
the  course  by  which  they  proceed  too  direct  to  insure  any  considerable  amount 
of  mixing  in  the  smoke-box.  The  problem  is  one  which  merits  further  study. 

Column  53.  Air  used  per  pound  of  carbon  is  calculated  from  an  analysis  of 
the  flue  gases. 

Column  54.  Excess  air. 

Column  55.  B.t.u.  per  pound  of  coal. — Values  in  this  column  are  calculated 
from  the  analysis  of  coal.  From  each  sample  of  coal  which  had  been  sub- 
mitted to  the  drying  test  a  sample  sufficient  to  fill  a  quart  fruit  jar  was  taken 
for  chemical  purposes.  This  sample  was  employed  in  determining  the  volatile 
combustible  matter,  fixed  carbon  and  sulphur  from  which  the  result  was  de- 
termined. (See  explanation  of  column  22.) 

TABLE  13. — EVENTS  OP  THE  STROKE  FROM  INDICATOR-CARDS. 

The  indicator  work  received  careful  attention.  In  all  cases  two  instru- 
ments were  used  upon  each  cylinder.  A  short  nipple  and  elbow  constituted 
the  only  piping  between  the  indicator  and  the  cylinder.  The  drum  motion 
was  positive  and  provided  a  reciprocating-bar  which  moved  just  behind  the 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE.  85 

drum  of  the  indicators,  permitting  action  from  the  shortest  possible  length  of 
cord.  The  drum  motion  was  designed  to  give  a  card  of  3.75  inches  in  length. 
The  design  of  the  reducing-gear  is  shown  by  fig.  1 18.  Cards  were  taken  at  10- 
minute  intervals  throughout  the  test.  The  results  recorded  are  the  average 
for  all  cards. 


86 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


FIG.  119. — Valve  motion  diagram. 


The  valve  setting  for  the  test  is  best  shown 
by  the  valve-motion  diagram,  fig.  119. 

In  reviewing  the  tabulated  data,  it  will  be 
found  that  the  position  of  the  reverse  lever  does 
not  always  define  the  events  of  the  stroke.  For 
example,  the  cards  may  show  considerable  vari- 
ation in  cut-off  for  two  tests  which  were  run 
with  the  same  position  of  the  reverse  lever. 
This  results  from  the  inertia  effects  acting 
upon  the  valve  and  its  gear  and  from  differences 
in  the  condition  of  lubrication,  in  combination 
with  lost  motion  in  joints  and  strain  in  parts. 

Columns  56  to  60.  Admission. 

Columns  61  to  65.  Cut-off. 

TABL'E  14.— EVENTS  OF  THE  STROKE  (CONTINUED). 

Columns  66  to  70.  Release. 
Columns  71  to  75.  Compression. 

TABLE  15. — PRESSURES  FROM  INDICATOR-CARDS. 

Columns  76  to  80.  Initial. 
Columns  8 1  to  85.  At  cut-off. 

TABLE  1 6. — PRESSURES  FROM  INDICATOR-CARDS 

(CONTINUED). 

Columns  86  to  90.  A  t  release. 
Columns  91  to  95.  At  compression. 

TABLE  17.- — PRESSURES  FROM  INDICATOR-CARDS 
(CONTINUED). 

Columns  96  to  100.  Least  back  pressure. 
Columns  101  to  105.  Mean  effective  pressure. 

TABLE  18. — ENGINE  PERFORMANCE. 

Columns  106  to  1 10.  Indicated  horsepower. — 
The  power  was  calculated  by  the  use  of  a  con- 
stant based  upon  the  accurately  determined 
dimensions  of  the  engine  and  representing  the 
horsepower,  assuming  the  engine  to  make  one 
revolution  per  minute  in  response  to  one  pound 
mean  effective  pressure.  These  horsepower  con- 
stants are  as  follows : 

Horsepower  constants: 

Right  side: 

Head  end 0.01222 

Crank  end 01186 

Left  side: 

Head  end » 0.01243 

Crank  end 01207 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


The  power  for  each  cylinder  end  was  determined  by  multiplying  the  horse- 
power constant  by  the  average  mean  effective  pressure  for  a  test,  columns  101 
to  104,  by  the  revolutions  per  minute,  column  12. 

Column  in.  Steam  per  indicated  horsepower  per  hour  by  tank. — This  is 
column  20  -i-  column  1 10. 

Column  112.  Steam  per  indicated  horsepower  per  hour  by  indicator  =  (col- 
umn 127  —  column  132)  X  60  x  column  12  ^-column  no. 

Column  113.  Coal  per  indicated  horsepower  per  horsepower  hour  =  column 
27  -T-  column  no. 

Co lumn  114.  B.  t.  u.  supplied  engine  per  minute  —  column  20  X  column 
43  +  60. 

Column  115.  B.  t.  u.  supplied  engine  per  minute,  assuming  temperature  of 
feed  to  have  been  equal  to  temperature  of  exhaust  =  column  20  X  (column 
43  +  ^—32  —  9)  -r-  60  where  T  is  the  temperature  of  feed- water  and  q  the  heat 
in  i  pound  of  water  at  a  temperature  corresponding  to  the  least  back-pressure. 

Column  1 1 6.  B.  t.  u.  per  indicated  horsepower  per  minute  =  column  114-:- 
column  1 10. 

Column  117.  B.  t.  u.  per  indicated  horsepower  per  minute,  on  the  assump- 
tion that  the  temperature  of  the  feed  was  equal  to  the  temperature  of  exhaust  — 
column  115  -i-  no. 

TABLE  19. — STEAM  SHOWN  BY  INDICATOR. 

In  determining  the  weight  of  steam  present  in  the  engine  cylinder  at  any 
point  in  the  stroke,  three  factors  must  be  known,  namely,  the  volume  occupied 
by  the  steam  in  question,  its  pressure  and  its  weight  per  unit  volume.  The 
constants  for  volumes  employed  in  determining  the  weight  of  steam  shown  by 
indicator,  as  determined  from  accurate  measurements,  are  as  follows : 

Piston  displacement  in  cubic  feet. 


Right  side: 

Head  end 2 . 8020 

Crank  end 2.7196 


Left  side: 

Head  end 2  . 8486 

Crank  end 2 .  7660 


Cylinder  clearance,  per  cent  0}  piston  displacement: 


Right  side: 

Head  end 7-44 

Crank  end 7-9$ 


Left  side: 

Head  end 7-34 

Crank  end 7-63 


The  volumes  for  any  point  in  the  stroke  was  found  by  adding  the  per  cent 
of  that  portion  of  the  whole  stroke  which. the  piston  had  passed  over  to  reach 
the  point  in  question  (columns  56  to  75)  to  the  per  cent  of  clearance,  and 
multiplying  by  the  piston  displacement. 

The  pressure  above  atmosphere  at  the  several  points  in  the  stroke  to  be 
investigated  appears  in  columns  76  to  95.  The  weight  per  unit  volume  cor- 
responding to  this  pressure  was  found  from  Peabody's  steam  table. 

Columns  118  to  122.  Pounds  of  steam  shown  by  indicator  at  cut-off. — The 
values  given  are  the  average  of  those  obtained  from  indicator-cards  taken  at 
i  o-minute  intervals. 

Columns  123  to  127.  Pounds  of  steam  shown  by  indicator  at  release. — The 
values  given  are  the  average  of  those  obtained  from  indicator- cards  taken  at 
i  o-minute  intervals. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

TABLE  20. — CYLINDER  PERFORMANCE. 

Columns  128  to  132.  Pounds  of  steam  shown  by  the  indicator  at  the  beginning 
of  compression. — The  values  shown  are  the  average  of  those  obtained  from 
indicator-cards  taken  at  lo-minute  intervals. 

Column  133.    Weight  of  steam  per  re-volution  by  tank  =  col.  18-7- col.  u. 

Column  134.  Weight  of  mixture  in  cylinder  per  revolution  —  column  133  + 
column  132. 

Column  135.  Per  cent  of  mixture  present  as  steam  at  cut-off  =  100  X  column 
122  -7-  column  134. 

Column  136.  Per  cent  of  mixture  present  as  steam  at  release  =  (100  X  column 
127)  -7-  column  134. 

Column  137.  Reevaporation  per  revolution  =  column  127  —  column  122. 

Column  138.  Reevaporation  per  indicated  horsepower  per  hour—  column 
137  X  60  X  column  12  -T-  column  no. 

TABLE  21. — PERFORMANCE  OF  THE  LOCOMOTIVE  AS  A  WHOLE. 

Column  139.  Draw-bar  pull. — The  values  given  are  the  average  of  observa- 
tions made  from  a  traction  dynamometer  at  5-minute  intervals. 

Column  140.  Dynamometer  horsepower. — To  aid  in  calculating  dynamometer 
horsepower,  a  constant  was  employed  representing  the  horsepower  which 
would  be  developed  if  the  drivers  were  to  revolve  one  revolution  a  minute  and 
the  locomotive  were  to  exert  i -pound  pull  at  the  draw-bar.  One  factor  in 
such  a  determination  is  the  circumference  of  the  drivers,  which  by  accurate 
measurement  was  found  to  be  18.063  feet-  Upon  this  basis,  the  dynamometer 
horsepower  constant  is,  K  =  0.000547.  The  values  in  this  column  are,  there- 
fore, column  139  X  column  12  x  K. 

Column  141.  Machine  friction  in  terms  of  mean  effective  pressure  =  column 
105 -the  M.  E.  P.  equivalent  to  the  pounds  pull  at  the  draw-bar,  column  139 

Column  142.  Machine  friction,  per  cent  of  indicated  horsepower  =  (100  X 
column  141)  -r-  column  105. 

Column  143.  Machine  friction  horsepower  =  column  142  x  column  no. 

Column  144.  Steam  per  dynamometer  horsepower  hour  =  column  20  -~ 
column  )4o. 

Column  145.  Coal  per  dynamometer  horsepower  per  hour=  column  27  -4- 
column  140. 

TABLE  22. — COMPARATIVE  PERFORMANCE  OF  THE   LOCOMOTIVE  ASSUMING  INCIDENTAL 
IRREGULARITIES  IN  THE  RESULTS  OF  INDIVIDUAL  TESTS  TO  HAVE  BEEN  ELIMINATED. 

Column  146.  Equivalent  steam  to  engine  per  hour,  feed-water  at  a  temperature 
of  60°  F.  =  column  20  X  (column  43  +  column  15  -  60)  -~  965.8. 

Column  147.  Equivalent  evaporation  per  pound  of  dry  coal,  assuming  the 
evaporative  efficiency  of  the  boiler  to  have  been  represented  by  the  equation  E  = 
11.305-0.221  H,  where  E  is  the  equivalent  evaporation  per  pound  of  coal 
and  H  is  the  rate  of  evaporation  per  foot  of  surface  per  hour.  For  values  in 
question,//  =  item  146  ~-  1322. 

Column  148.  Dry  coal  fired  per  hour,  assuming  the  evaporative  efficiency  to 
be  that  shown  by  the  equation,  equals  146  -i-  column  147. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE.  89 

Column  149.  Dry  coal  per  indicated  horsepower  hour  =  column  148  -f- 
column  no. 

Column  150.  Equivalent  steam  per  indicated  horsepower  hour  =  column 
146  -7-  column  no. 

Column  151.  Machine  friction  in  terms  of  mean  effective  pressure. — The 
purpose  of  this  column  is  to  eliminate  irregularities  in  action  due  to  variations 
in  lubrication,  etc.  The  values  given  are  those  obtained  by  drawing  a  smooth 
curve  through  plotted  points  in  the  manner  described  in  detail  in  paragraph 
25,  Chapter  IV. 

Column  152.  Machine  friction  horsepower  is  the  power-equivalent,  assuming 
the  friction  M.  E.  P.  to  have  been  that  shown  by  column  151. 

Column  153.  Machine  friction,  per  cent  of  indicated  horsepower  =  100  X 
column  152  -f-  column  no. 

Column  154.  Dynamometer  horsepower  =  column  no  — column  152. 

Column  155.    Draw-bar  pull  =  33,000  X  col.  154  +  (18.063  X  col.  12). 

Column  156.    Coal  per  dynamometer  horsepower  hour  =  col.  148  -f-  col.  154. 

Column  157.  Steam  per  dynamometer  horsepower  per  hour  =  column  146  -f- 
column  154. 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


TABLE  7- — General  conditions. 


Designation  of  tests. 

Dura- 
tion 
of 
test. 

Re- 
verse 
lever 
notch 
from 
center 
for- 
ward. 

Position  of 
throttle. 

Baro- 
meter 
pres- 
sure. 

Boiler 
pres- 
sure, 
by  gage. 

Dry- 
pipe 
pres- 
sure, 
by  gage. 

Tem- 
pera- 
ture 
of  lab- 
ora- 
tory. 

Number. 

Laboratory 
symbol. 

Date. 

t 

2 

3 

4 

5 

6 

7 

8 

9 

10 

I 

ia 

2 

3 
3<* 

4 
5 
5« 
6 

7 
8 

9 

10 

ii 

12 

20-2-240 
20-2-240 
20-4-240 
20-6-240 
20-6-240 
20-8-240 
30-2-240 
30-2-240 
30-4-240 
30-6-240 
40—2-240 
40-4-240 
40-6-240 
50-2-240 
50-4-240 

Mar.     i,  '05 
Jan.    27,  '05 
Feb.    i  8,  '05 
May   13,  '04 
Feb.     3,  '05 
Feb.     i,  '05 
Feb.   20,  '05 
Jan.      9,  '05 
May     2,  '04 
Jan.    20,  '05 
Mar.     3,  '05 
Apr.   29,  '04 
Jan.    n,  '05 
Feb.   24,  '05 
Feb.     6,  '05 

Min. 
1  80 

155 
1  2O 
125 
150 

1  2O 
165 
140 

35 
165 
"5 

60 

2 
2 

4 
6 
6 

8 

2 
2 

4 
6 

2 

4 
6 

2 

4 

Wide  open 
.     do.    . 

L6.v. 
14-47 
14.47 
14.40 
14.41 
14.70 
14.60 
I4-56 
14.60 
14.48 
14-45 
14-34 
14-39 
14-34 
14-45 
14.40 

Lbs. 
241.5 
235-8 
242.2 

238.3 
236.4 
240.0 
240.0 
239.2 
240.  2 

237-5 
242.0 
241  .  I 
240.0 
242.0 
240.0 

Lbs. 
240.9 
232.9 

°F. 
72.0 
75-0 
69.0 
81.7 
80.0 

do 

.  .  .do.  .  . 

237.2 
233-9 

.  .  .do.  .  . 

do 

.do.    . 

78.0 
79.0 

73-4 
77-o 
89.0 
Si.o 
69.0 

.  .  .do.  .  . 

235-0 

235-1 
232.0 
240.5 
239.2 
228.0 

.  .  .do.  .  . 

.  .  .do.  .  . 

...  do     . 

.  .  .do.  .  . 

.  .  .do.  .  . 

.do     . 

...do... 

13 
14 
15 

16 

17 
18 

19 
20 

21 

22 
23 
24 
25 
26 
27 
28 

2O-2-22O 
2O-4—22O 
20-6-220 
2O-8-22O 
3O-2-22O 
30-4-2  2O 
30-6-220 
3O-8-22O 
4O-2-22O 
4O-4-22O 
40-6-220 
5O-2-22O 
5O-4-22O 
50-6-220 
6O-4-22O 
6O-6—22O 

May     8,  '05 
Apr.   24,  '05 
Apr.   26,  '05 
Mar.  24,  '05 
May   12,  '05 
Aug.     3,  '05 
July   10,  '05 
Aug.     i,  '05 
May   17,  '05 
Aug.     7,  '05 
Aug.     i,  '05 
May    19,  '05 
Aug.     4,  '05 
...  .do  

1  80 
185 
165 
125 

2IO 
I2O 
IOO 

2OO 
60 

120 
30 

2 

4 
6 
8 

2 

4 
6 
8 

2 

4 
6 

2 

4 
6 

4 
6 

...do... 

14.40 
14.50 
14.20 
14.44 
14.47 
14.40 
14.40 
14.44 
14.30 
14.40 
14.44 
14.47 
14.41 
14.41 
14.41 
14.41 

221.6 
219.8 
22O.  I 
2  2O.  6 
220.5 
22O.O 
218.8 
218.0 
220.7 
218.6 

219-5 
2  2O.  8 
22O.O 
22O.O 
221  .O 
22O.O 

218.4 
216.6 
215.2 
218.4 
219.7 
219.  i 
215.1 

84.0 
81.0 
77-0 
84.0 
83.0 
82.1 
76.6 

.  .  .do... 

...do.  .. 

..  .do.  .  . 

...do.  .. 

...do.  .. 

.  .  .do.  .  . 

.  .do     . 

...do.  .. 

217.7 

212.8 

80.0 
85.0 

.   do.    . 

do     . 

...do... 

218.0 

88.0 
83-0 

.  .  .do.  .  . 

.  .  .do..  . 

do    ... 

do     . 

...   do    ... 

do     . 

29 
30 
31 

32 

33 
34 
35 
36 
37 
38 

39 
40 

4i 
42 
43 
44 
45 

2O-2-2OO 
2O-4-2OO 
2O-6-2OO 
20-8-2OO 
3O-2-2OO 
3O-4—2OO 
3O-6-2OO 
3O-8-2OO 
40-2-200 
40-4—200 
4O-6-2OO 
4O-8-2OO 
50-2-200 
5O-4-2OO 
50-6-200 
6O-4-2OO 
6O-6-2OO 

May   10,  '05 
Apr.      7,  '05 
Apr.     i,  '04 
Mar.  27,  '05 
Apr.    10,  '05 
Apr.     6,  '04 
June     i,  '05 
Aug.     i,  '05 
May  23,  '05 
Feb.   22,  '05 
Apr.   28,  '05 
Aug.     i,  '05 
July     8,  '05 
Apr.      5,  '05 
Aug.     4,  '05 
do.  ... 

210 
2IO 
175 
150 
2IO 
190 
150 

1  80 
I65 
H5 

IOO 

1  20 

2 

4 
6 
8 

2 

4 
6 
8 

2 

4 
6 

8 

2 

4 
6 

4 
6 

.  .  .do.  .  . 

14.40 

14-37 
14.46 
14.40 
14.20 
14.40 
14.40 
14.44 
14.50 
14.50 
14.20 
14.44 
14.40 
14.30 
14.41 
14.41 
14.41 

2OO.  2 
199.6 
199.7 
200.3 
199.4 
2OO.O 
199.4 
200.0 
2OO.4 
2OI  .6 

199.4 

199-5 
200.5 

2OO.6 
202.0 
2OO.O 
201  .0 

196.9 
196.9 

90.0 
75-o 
78.4 
83.0 
84.0 
75-o 
84.0 

..  .do.  .  . 

.  .  .do.  .  . 

.  .do 

195.6 
2OO.2 

199-3 
196.7 

.  .  .do.  .. 

.  .  .do.  .  . 

...  do     . 

.     do 

.  .  .do.  .  . 

195-9 

87.0 
78.0 
86.0 

.  .  .do.  .  . 

.  .  .do.  .  . 

194.4 

.  ..do..  . 

..  .do.  .  . 

197.8 
196.  2 

84.0 
79-o 

.  .  .do  .  . 

.  .  .do.  .  . 

.  .  .do..  . 

do  

...do.  .. 

46 

47 

20-2-180 
20-4-180 

Feb.    17,  '04 
Feb.   15,  '04 

240 
240 

2 

4 

.  ..do..  . 

14.60 
14-54 

183.0 

181.6 

181.2 

179.0 

74-o 
73-0 

...do.... 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE  SERVICE. 


TABLE  7.  —  General  conditions  —  Continued. 


Designation  of  tests. 

Dura- 
tion 
of 
test. 

Re- 
verse 
lever 
notch 
from 
center 
for- 
ward. 

Position  of 
throttle. 

Baro- 
meter 
pres- 
sure. 

Boiler 
pres- 
sure, 
by  gage. 

Dry- 
pipe 
pres- 
sure, 
by  gage. 

Tem- 
pera- 
ture 
of  lab- 
ora- 
tory. 

Number. 

Laboratory 
symbol. 

Date. 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

48 
49 
50 
5i 
52 
53 
54 
55 
56 
57 
58 

59 
60 
61 
62 

63 
64 

65 
66 

2O-6-I80 
20-8-l8o 
2O-IO-I8O 
30-2-180 
30-4-180 
30-6-180 
30-8-180 
30-10-180 
40-2-180 
40-4-180 
40-6-180 
40-8-180 
40-10-180 
50-2-180 
50-4-180 
50-6-180 
50-8-180 
60-4-180 
60-6-180 

Mar.   1  6,  '04 
Mar.   18,  '04 
Aug.     i,  '05 
Feb.    19,  '04 
Mar.   28,  '04 
Mar.  23,  '04 
Jan.    20,  '04 
Aug.     i,  '05 
Feb.   26,  '04 
Feb.   24,  '04 
Dec.     6,  '04 
Apr.    ii,  '04 
Aug.     i,  '05 
Feb.   29,  '04 
Feb.   22,  '04 
Mar.     2,  '04 
Aug.     4,  '05 
Aug.     4,  '05 
Aug.     4,  '05 

Min. 
2IO 

155 

240 
22O 
150 
IOO 

22O 
2  2O 
105 

85 

120 

"5 
60 

6 

8 

10 
2 

4 
6 
8 
10 

2 

4 
6 
8 

10 

2 

4 
6 
8 

4 
6 

Wide  open 
..  .do.  .. 

Lbs. 
*4-54 
14-45 
14.44 
14.18 
14.47 
14.58 

14-43 
14.44 
14.50 
I4-5I 
H-45 
14.22 
14.44 
14.29 
14.48 

I4-3I 
14.41 
14.41 
14.41 

Lbs. 
iSo.O 
180.3 
l8l.O 
181.6 
178.6 
170.0 

179-4 
180.3 
182.3 
181.1 
179.8 
177.7 
180.0 
182.3 
181.3 
180.7 
179.0 
180.0 
180.0 

Lbs. 
176.5 
177.7 

°F. 

...do... 

.  ..do.  .  . 

178.6 
178.9 
170.0 

175-5 

79-0 
74-0 
81.0 
78.0 

..  .do.  .  . 

...do.  .. 

.  ..do.  .  . 

...do... 

...do.  .. 

178.9 
178.8 
176.2 

177-4 

74-o 
74-0 
80.0 
75-o 

.  .  .do.  .  . 

...do     . 

...do... 

.  .  .do.  .. 

...do.    . 

181.6 
176.7 
175-5 

75-0 
77-0 

.  .  .do.  .  . 

.  .  .do..  . 

...do.    . 

...do... 

...  do  .  . 

67 

68 

69 
70 

7i 

72 

73 
74 
75 
76 

77 
78 

79 
80 
81 
82 

83 
84 

20-4-160 
2O-6-l6o 
2O-8-I6O 
2O-IO-l6o 
30-4—160 
30-6-160 
30-8-160 
30-10-160 
30-I2-I60 
40-4-160 
40-6-160 
40-8-160 
40-10-160 
50-4-160 
50-6-160 
50-8-160 
60-4-160 
60-6-160 

July   19,  '05 
July  27,  '05 
Mar.  30,  '04 
Aug.     i,  '05 
July     6,  '05 
July    18,  '05 
Apr.    1  8,  '04 
Dec.    1  6,  '04 
Aug.     i,  '05 
Apr.    12,  '05 
Apr.    19,  '05 
Apr.    13,  '04 
Aug.     i,  '05 
July   28,  '05 
Apr.   17,  '05 
Aug.     4,  '05 
Aug.     4,  '05 
Aug.    4,  '05 

2IO 
210 

185 

210 
2IO 

145 

2IO 
170 
110 

75 
1  20 

4 
6 
8 
10 

4 
6 
8 

10 
12 

4 
6 
8 
10 

4 
6 
8 

4 
6 

.  .  .do.  . 

14.44 
14.40 
14.29 
14.44 
14-35 
14-45 
14.40 
14.40 
14.44 
14.30 
14.40 

H-45 
14.44 

H-37 
14.40 
14.41 
14.41 
14.41 

160.2 
160.2 

159-3 
161  .0 
160.7 
159-7 

l62  .  2 
157-7 

160.0 
161  .0 
160.6 
161  .  i 
159-5 
159-8 
160.0 
159-0 
160.0 
159-5 

159-1 

158-5 
157-3 

91  -5 
86.0 
74.0 

..  .do.  .. 

..  .do.  .  . 

...do.  .. 

.  ..do 

160.3 
158-6 
159-9 

87.0 
97-0 
80.0 

.  .  .  do     . 

...do..  . 

.  .  .do... 

...do.  .. 

..  .do... 

156.9 

154-7 
158.0 

77-0 
80.0 
69.0 

.  ..do.  .. 

...do... 

..  .do.  .  . 

.  .  .do.  .. 

158.4 
155-6 

83.0 
77-0 

.  ..do.  .  . 

...do... 

..  .do.  .  . 

...do... 

85 
86 
87 
88 
89 
90 

91 
92 

93 
94 
95 
96 

97 

20-4-120 
20-8-120 
2O-I2-I2O 
3O-4—I2O 
30-8-120 
3O-I4-I2O 
40-4-1  2O 
4O-8-I2O 
4O-I2-I2O 
50-4-120 
5O-8-I2O 
5O-II-I2O 
6O-8-I2O 

July     7,  '05 
July     3,  '05 
July   ii,  '05 
July  20,  '05 
July     5,  '05 
July   12,  '05 
July  21,  '05 
July   14,  '05 
July   13,  '05 
July  22,  '05 
July   25,  '05 
Aug.     7,  '05 
Aug.     4,  '05 

2IO 
2IO 
200 
2IO 
2IO 
120 
2IO 
I9O 
1  2O 
I  2O 
I  2O 
40 

4 
8 

12 

4 
8 

14 
4 
8 

12 

4 
8 
ii 

8 

.  .  .do.  .  . 

14-33 
14.20 
14.30 

14-43 
14.30 
14.40 
14.40 
14.50 
14.44 
14.40 
14.50 
14.40 
14.41 

120.4 
121.3 

I2O.O 
120.5 
120-4 
120.  I 
120.3 
120.5 
119.9 
II9.9 
120.3 
120.  I 
I2O.O 

117.9 
118.0 
115-6 
119.  i 
117.4 

"4-3 
117.4 
117.1 
119.  i 
118.6 
117.8 

IIO.O 

80.0 
90.0 
83-0 

90-5 
86.0 
86.0 
83.0 
87.0 
85.0 
84.0 
80.0 
88.0 

.  ..do.  .. 

...  do  .  . 

..  .do.  .  . 

.  .  .do.  .  . 

..  .do.  .  . 

...do.  .  . 

..  .do.  .  . 

.  .  .do.  .  . 

..  .do..  . 

.  .  .do.  .  . 

..  .do.  .  . 

.   do 

HIGH   STEAM-PRSSSURES   IN    LOCOMOTIVE   SERVICED. 


8. — Speed,  water  and  steam. 


Designation 
of  tests. 

Speed. 

Water  and  steam. 

Miles 

Tern 

Wa- 

Water 

Steam 

Quality 

IL> 

£ 

Labora- 
tory 
symbol. 

Total 
revolu- 
tions. 

Revolu- 
tions 
per 
minute. 

equiva- 
lent to 
total 
revolu- 

Miles 
per 
hour. 

ture 
of 
feed 

Water 
deliv- 
ered to 
boiler. 

ter 

lost 
from 
boil- 

Steam 
sup- 
plied to 
engine. 

evapo- 
rated 
by 
boiler 

sup- 
plied to 
engine 
per 

of 
steam 
in 
dome, 

1 

tions. 

wa,- 
ter. 

er. 

per 
hour. 

hour. 

dry. 

1 

a 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

31 

°F. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

P.  ct. 

I 

20-2-240 

17,  009 

94-49 

58.19 

19.40 

83-0 

22,  330 

525 

21,  805 

7,443 

7,268 

98.90 

ia 

20-2-240  15,  007 

97.27 

51-57 

19.96 

82.0 

2O,  OI2 

7,746 

98.92 

2 

20-4-240  ii,  727 

97.72 

40.  2O 

2O.  10 

69.6 

2O,   172 

308 

19,  864 

10,  086    9,  932 

98.90 

3 

2O-6-24O  12,  137 

97  09 

41,52 

19.92 

60.5 

23,  500 

68  23,432 

ii,  280 

II,  247 

99.16 

3a 

20—6—240^4,  499 

96.66 

49.60 

19.84 

85-3 

30,  083 

12,033 

98.93 

4 

20-8-240 

97.00 

19  .90 

5 

30-2-240 

17,538 

146.15 

59-99 

29-99 

86.b 

19,331 

406 

18,925 

9,665 

9,462 

98.91 

5a 

30-2-240 

24,  018 

I45-56 

84.74 

30.81 

94-o 

30,  2  I  I 

10,  986 

98.65 

6 

30-4-240 

20,  441 

146.00 

69-93 

30.00 

61.5 

26,  912 

77 

26,  835 

n,534 

II,  500 

98.76 

7 

30-6-240 

i33-8o 

27.46 

8 

40-2-240 

32,  086 

194.46 

109.76 

39-91 

80.6 

28,616 

586 

28,  030 

10,  405 

10,  192 

98.97 

9 

40-4-240 

22,383  194.63 

76.57 

39-95 

61.1 

25,  959 

63  25,  896 

13,544 

13,  511 

98.74 

10 

40-6-240 

....     207  .  oo 

42.47 

ii 

50-2-240 

14,903248.38 

50.96 

50.96 

82.3 

ii,  777 

150 

II,  627 

",777 

ii,  627 

98.93 

12 

50-4-240 

—  [243.60 

50.00 

13 

2O-2-22O 

!7,434 

96.83 

59-64 

19.88 

75-2 

22,376 

1176 

21,  2OO 

7,458 

7,  066 

98.99 

'4 

2O-4-22O 

18,051 

97-57 

6i-75 

20.03 

76.8 

28,  197 

771 

27,276 

9,  H5 

8,846 

98.99 

15 

2O-6-22O 

16,  069 

97-39 

54-97 

19.99 

81.5 

31,  578 

1305 

30,  273 

11,483 

1  1  ,  008 

99.18 

16 

2O-8-22O 

12,  225 

97.80 

41.82 

20.07 

83-4 

29,555 

830 

28,725 

14,  186 

13,78899.01 

17 

3O-2-22O 

30,  665 

146.05 

104.95 

29.97 

66.0 

30,  842 

1015 

29,827 

8,812 

8,52298.95 

18 

30-4-220 

17,538 

146.15 

59-99 

29.99 

73-2 

2i,539 

98 

21,441 

10,  769 

10,  720 

99.  II 

19 

3O-6-22O 

14,  626 

146.  26 

50.03 

30.02 

71.5 

22,  158 

21,987 

13,294 

13-  192 

98.89 

20 

3O-8-22O 

152.00 

31.20 

21 

40-2-220 

39,  059 

I95-29 

133.62 

40.08 

63-4 

32,  H6 

466 

31,680 

9,644 

9,505 

98.90 

22 

4O-4-22O 

11,683 

194.71 

39-97 

39-97 

75-3 

12,  IO7 

49 

12,058 

12,  IO7 

12,058 

98.95 

23 

40-6-220 

196.00 

40.22 

24 

5O-2-22O 

29,  210 

243-4I 

99.92 

49.96 

65'o 

20,  2l8 

298 

19,920 

10,  109 

9,  960 

98.87 

25 

5O-4-22O 

7,303 

243-43 

24.98 

49.96 

73-8 

6,793 

23 

6,770 

13,586 

13,54° 

98.90 

26 

5O-6-22O 

243.60 

50.00 

27 

6O-4-22O 

292  .30 

60.00 

28 

60-6-220 

292.30 

60.00 

29 

2O-2-2OO 

20,  389 

97.09 

69.75 

19.91 

80.8 

23,  038 

885 

22,  153 

6,582 

6,329 

99-13 

30 

2O-4-2OO 

•20,  364 

96.97 

69.66 

19.90 

80.5 

28,  164 

1740 

26,  424 

8,046 

7,549 

99.07 

31 

2O-6-2OO 

17,067 

97-52 

58.38 

20.02162  .0 

28,  601 

81 

28,  520 

9,  806 

9,778 

98.92 

32 

2O-8-2OC 

14,587 

97-25 

49.80 

19.92 

82.8 

31,500 

392 

31,  108 

12,  600 

12,443 

99-15 

33 

3O-2-2OO 

30,  683 

146.  ii 

104.96 

29.97 

77-4 

27,  069 

1637 

25,432 

7,734 

7,266 

99-20 

34 

3O-4-2OO 

27,776 

146.  19 

95.02  30.01)67.6 

29,  965 

87 

29,878 

9,462 

9,434 

98.97 

35 

30-6-200 

21,  922 

146.  14 

74-99 

29.99 

67  .0 

30,  699 

234 

30,  465 

12,  279 

12,  186 

99.02 

36 

30-8-2OO 

i  49  .  oo 

30.58 

37 

4O-2-2OO 

35,062 

194.78 

119.94 

39.98 

64.2 

25,098 

368 

24,  730 

8,'  366 

8,'  243 

99.02 

38 

4O-4-2OO 

32,  152 

194.85 

109.90 

39-90 

80.0 

30,  969 

516 

30,  453 

ii,  261 

11,073 

99.17 

39 

4O-6-200 

22,  388 

194.67 

76.59 

39-96 

83-8 

28,681 

341 

28,  340 

14,  964 

14,  786 

99.08 

40 

40-8-200 

196.00 

40.  22 

41 

5O-2—2OO 

24,  338 

243-38 

83  .  26 

49-95 

71.9 

14,  288 

170 

14,  118 

8,572 

8,471 

99.02 

42 

5O-4—2OO 

29,  262 

243-85 

IOO.  IO 

50.05 

81.5 

24,  881 

936 

23,  945 

12,  440 

11,972 

99.08 

43 

50-6-200 

243  .  60 

50.00 

44 

6O-4-2OO 

292.30 



60.00 

45 

6o—6—2OO 

292.30 

.... 

60.00 

46 

20-2-180 

23-  458 

97-74 

80.25 

20.06 

54-o 

22,  2O2 

I  O2  22,  IOO 

5,  550 

5,525 

98.87 

47 

20-4-180 

23,482 

97.84 

80.86 

20.08 

53-2 

28,318 

IOO 

28,  218 

7,079 

7,054 

99.90 

HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


93 


TABLE  8. — Speed,  water,  and  steam — Continued. 


Designation 
of  tests. 

Speed. 

Water  and  steam. 

Miles 

Tem- 

Wa- 

Water 

Steam 

Qual- 

^i 

V 

,n 

6 

Labora- 
tory 
symbol. 

Total 
revolu- 
tions. 

Revolu- 
lutions 
per 
minute. 

eauiva- 
lent  to 
total 
revolu- 

Miles 
per 
hour. 

p3ra- 
ture 
of 
feed 
wa- 

Water 
deliv- 
ered to 
boiler. 

ter 
lost 
from 
boil- 

Steam 
sup- 
plied to 
engine. 

evapo- 
rated 
by 
boiler 
per 

sup- 
plied to 
engine 
per 

ity  of 
steam 
in 
dome, 

P 

£ 

tions. 

ter. 

er. 

hour. 

hour. 

dry. 

1 

2 

11 

12 

13 

14 

15 

16 

17 

18 

19 

2O 

21 

°F 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

P.  cl. 

48 

2O-6-l8o 

20,515 

97.69 

70.18 

20.05 

60.  1 

29,  834 

87 

29.  747 

8,  524 

8,499 

99-19 

49 

20-8-180 

15.  <37 

97-66 

51-78 

2O.O2 

60.7 

27,  666 

65 

27,  601 

10,  709 

10,  668 

99-11 

SO 

2O—IO—l8o 

98.00 

2O.  1  1 

\j 
51 

30-2-180 

35.223 

146.76 

120.50 

30.12 

51-3 

25,  I3i 

IOI 

25,  030 

6,  282 

6,  257 

99.00 

52 

30-4-180 

3i.982 

145-37 

109.35 

29.82 

63-9 

29.  754 

91 

29,  663 

8,  115 

8,  090 

98.94 

53 

30-6-180 

2  1  ,  9OO 

146  .00 

74-94 

29.97 

60.7 

24.  273 

59 

24,214 

9,  "09 

9,685 

99-03 

54 

30-8-180 

14,  676 

146.76 

50.20 

30.12 

59-i 

22,  762 

350 

22,  412 

13,  657 

13,447 

99.06 

55 

30-10-180 

i  49  .  oo 

30.58 

56 

40-2-180 

42,  884 

194.92 

146.71 

40.02 

54-4 

24,  696 

93 

24,  603 

6,'  736 

6,  711 

99.02 

57 

40-4-180 

42,927 

195.12 

146.85 

40.58 

53-0 

34.  192 

93 

34,098 

9.326 

9,30i 

98.95 

58 

40-6-180 

20,  333 

193-64 

69-56 

39-75 

55-0 

21,  996 

294 

2  1  ,  7O2 

12,563 

12,  4OI 

98.96 

59 

40-8-180 

16,  722  196.72 

57-20 

40.39 

60.0 

22,357 

27 

22,  330 

15,788 

15,771 

99-io 

60 

40-10-180 

196.00 

40.  22 

61 

50-2-180 

29,  224 

243-55 

99-97 

49-99 

54-o 

14.316 

50 

14,  266 

7,  158 

7,  133 

99.17 

62 

50-4-180 

27,919 

242.77 

95-51 

49-85 

50.6 

19,  270 

50 

19,  22O 

10,057 

10,  032 

99-°5 

63 

50-6-180 

14,  824 

247.06 

50.71 

50.71 

59-3 

i3.  791 

25 

13.  766 

i3,79i 

13,766 

99.04 

64 

50-8-180 

243  •  60 

50.00 

6s 

60—4—180 

2Q2  .  3O 

60.00 

^\J 

66 

60-6-  I  80 

292.30 

60.00 

67 

20-4-160 

20,  442 

97-34 

69-93 

19.98 

73-3 

21,643 

105 

21,538 

6,  183 

6,  153 

99-32 

68 

20-6-l6o 

20,  474 

97-49 

70.04 

20.  01 

72.6 

27,416 

1  08 

27,  308 

7,833 

7,  802 

99-33 

69 

2O-8-l6o 

18,  018 

97-39 

6  1  .64 

19.99 

62.3 

29,312 

69 

29,  243 

9,517 

9,494 

99.07 

7O 

2O—IO—l6o 

98  oo 

20.  1  1 

/ 

7i 

30-4-160 

30,651 

145-96 

104.85 

29-95 

71-3 

25,  693 

103 

25,  590 

7,340 

7,3" 

99-23 

72 

30-6-160 

30,  683 

146.  II 

104.96  29.99 

72-7 

34.  077 

107 

33.970 

9,736 

9,705 

99-29 

73 

30-8-160 

21,231 

146.42 

72.60 

30.02 

56-7 

28,  922 

59 

28,  863 

11,968 

1  1  ,  947 

99-13 

74. 

30—10—160 

146    20 

^o  oo 

/  T" 

75 

30-12-160 

150.00 

30.78 

76 

40—4—160 

41,  006 

195-27 

140.28 

40.08 

75-9 

30,  692 

1533 

29.  429 

8,846 

8,408 

99-30 

77 

40-6-160 

33.096 

194.68 

113.22 

39-96 

76.8 

32,615 

1037 

3L578 

ii,  5Ji 

ii,  145 

99.40 

78 

40-8-160 

21,544 

195.85 

73-70 

40.20 

60.0 

26,  405 

4i 

26,  364 

14.  403 

14,  380 

99.00 

79 

40-10-160 

192.00 

39-40 

80 

50-4-160 

18,  271 

243.61 

62.50 

50.00 

73-5 

i  i  ,  460 

"38 

1  1  ,  42  I 

9,  168 

9,137 

99-31 

81 

50-6-160 

29,  263 

243-86 

IOO.  II 

50.05 

69.0 

25.  665 

800 

24,  865 

12,832 

12,432 

99.27 

82 

50-8-160 

242.60 

50.00 

.... 

83 

60-4-160 

292.30 

60.00 

.... 

.... 

84 

60-6-160 

292.30 

60.00 

85 

20-4-120 

20,  439 

97-33 

69.92 

19.98 

72.7 

15.299 

70 

15,229 

4.371 

4,351 

99-34 

86 

2O-8-I2O 

20,  387 

97.08 

69-74 

19.92 

71.4 

25,  200 

70 

25,  130 

7,  200 

7,  180 

99-43 

87 

20-1  2-1  2O 

19,  408 

97.04 

66.39 

19.91 

70.934,439 

66 

34.  373 

10,331 

10,312 

99-32 

88 

30-4-1  20 

30,  692 

146-15 

104.99 

29.99 

74-3 

1  8,  405 

70 

i8,335 

5.258 

5,238 

99-44 

89 

30-8-120 

30,  755 

146.45 

105-85 

30.05 

72.0 

31.354 

70 

31,284 

8,959 

8,939 

99.28 

90 

3O-I4-I2O 

17.497 

i45-8i 

59-86 

29.93 

70.6 

31,208 

40 

31,  168 

15.604 

15,584 

99-37 

9i 

4O-4-I2O 

40,  957 

195-03 

140.  10 

40.03 

74-3 

I9.5i6 

70 

19,  446 

5.576 

5,556 

99-45 

92 

4O-8-I2O 

37,  052 

195.01 

126.75 

40.02 

71-5 

33,955 

70 

33,  885 

10,  722 

10,  702 

99.28 

93 

4O-I2-I2O 

23,  446 

I95-38 

80.20 

40.  10 

70.5 

31,700 

40 

31,660 

15,850 

15,830 

99-43 

94 

50-4-1  20 

29,  246 

243-7I 

100.05 

50.02 

74-5 

11,955 

40 

",  9*5 

5,977 

5,957 

99-47 

95 

50-8-120 

29,214 

243-45 

99-94 

49-97 

73-2 

24,  088 

40 

24,  048 

12,  044 

12,  O24 

99.27 

96 

5O-I  I-I2O 

9.844 

246.  10 

33.67 

50-51 

73-4 

10,779 

13 

10,  766 

16,  168 

16,  149 

99-39 

97 

6O-8-I2O 

292.30 

60.00 

94 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


TABLE  9. — Coal. 


Designation  of 
tests. 

Coal. 

Number. 

Laboratory 
symbol. 

Kind  of  coal. 

Dry 
coal 
fired. 

Dry 
ash. 

Dry 
coal 
min- 
us 
dry 
ash. 

Com- 
bus- 
tible 
by 
anal- 
ysis. 

Dry 
coal 
fired 
per 

hour. 

Dry 
coal 
per 
sq.  ft. 
of 
grate 
sur- 
face 
per 
hour. 

Dry 
coal 
per 
sq.ft 
heat- 
ing- 
sur- 
face 
per 
hour. 

Coal 
per 

mile 
run. 

_c 
fl 

3" 

°c 

*2 

•o 

0 
31 

Sparks 
from 
stack 
per 
hour. 

1 

2 

2  2 

23 

24 

V6 

26 

27 

28 

29 

30 

32 

I 
ia 

2 

3 
3« 
4 
5 
5a 
6 

7 
8 

9 
10 
1  1 

12 

20-2-240 
20-2-240 
20—4—240 
20-6-240 
20-6-240 
20-8-240 
30-2-240 
30-2-240 
30-4-240 
30-6-240 
40-2-240 
40-4-240 
40-6-240 
50-2-240 
50-4-240 

Youfhiogheny  .... 

Lbs. 
2818 

2524 
2597 

Lbs. 
260 

247 
T73 

Lbs. 
2558 
2277 
2424 

Lbs. 
2562 
2271 
2410 

Lbs. 
939 
977 
1298 

Lbs. 
55-2 

57-4 
76.2 

L6*. 
O./I 
0.74 
0.98 

Lbs. 

48.4 
64.6 

64.4 

Lbs. 
70 

85 
87 

Lbs. 
35-0 
40.9 
50.9 

do  
.  .  .do  

Big  Four  "I"  

Youghio°rheny  .... 

4*34 

337 

3797 

3684 

1654 

97-3 

I  .25 

83-3 

167 

78.0 

Youghiogheny  .... 

2448 
4391 

202 

380 

2246 
4010 

2252 
3969 

1224 
1596 

72.0 
93-9 

0.92 
I  .  2O 

40.8 
50.6 

202 

208 

23-8 
54-6 

do   

Bi^  Four  "H"  .  .  .  . 

.... 

Youghio°rheny  .  . 

3866 

435 

3431 

3566 

1405 

82.6 

I  .06 

35-2 

IO7 

37-2 

Big  Four  "H"  .  .  .  . 

Youghioghenv  

H59 

67 

1392 

1339 

H59 

85-8 

I  .  10 

28.6 

.. 

81 

41.1 

13 
H 
15 

16 

i? 

18 

19 
20 

21 
22 
23 
24 
25 
26 

27 
28 

2O—  2—  22O 
2O-4-22O 
2O-6—  22O 
2O-8-22O 
3O-2—22O 
3O-4-22O 
3O-6-22O 
3O-8-22O 
4O-2-22O 
4O-4-22O 
4O-6—22O 
5O-2-22O 
5O-4-22O 
5O-6-220 
60-4-2  2O 
6O-6-22O 

Youghiogheny  

2502 

3357 
4306 

4274 
3832 
2940 
3116 

203 
35i 
349 
244 
281 
177 
195 

2299 
3006 

3957 
4030 

355i 
2763 
2921 

2300 
3110 

3934 
3926 

3552 
2690 
2851 

834 
1088 

1565 
2077 
1094 
1470 
1869 

49-o 
64.0 

92  .0 

122  .2 

64-3 
86.5 
109.9 

0.63 
0.82 
1.18 

i-57 
0.83 
i  .  ii 
i-43 

41.9 
54-6 
78-3 
103-5 
35-8 
49-° 

62  .2 

56 

85 

121 
198 
92 
IOO 

116 

18.7 

54-4 
117.1 

24-5 
52-3 
126.7 

do  

do  

.      do  

do  

do  

do  

Youghiogheny  

4052 
1604 

304 

95 

3748 
1509 

3755 
H59 

1215 
1604 

71-5 

94-3 

0.92 

I  .  21 

30-3 
40.  I 

135 
63 

43-5 
56.0 

do  

Youghiogheny.  .  .    . 

2614 
1005 

213 

43 

2401 
962 

2403 
919 

1307 

2OIO 

76.9 
118.2 

0.98 
1-52 

26.1 
4O.  2 

98 

57 

80.8 

121  .  I 

do  

29 

3° 
31 
32 

33 
34 
35 
36 
37 
38 
39 
40 

4i 
42 
43 
44 

4S 

2O-2-2OO 
2O-4-2OO 
2O-6-2OO 
2O-8-2OO 
3O-2-2OO 
3O-4-2OO 
30-6-2OO 
3O-8-2OO 
4O-2-2OO 
40-4-200 
4O-6-2OO 
40-8-200 
5O-2-2OO 
50-4-200 
50-6-200 
6O-4-2OO 
6O-6-2OO 

Youghiogheny  .... 
do  

2712 
3534 

177 
345 

2535 
3189 

2499 
3255 

774 

1010 

45-5 
59-4 

0.58 
0.76 

38.8 
50-7 

53 
81 

II  .2 

31-4 

Big  Four  "I"  

Youghiogheny  

4157 
3274 

268 
275 

3889 
2999 

3866 
3032 

1663 
935 

97-8 
55-o 

1-25 
0.70 

83-4 
31.2 

158 
65 

60.8 

14-3 

do  

Big  Four  "I"  ...    . 

Youghiogheny  

4164 

3" 

3853 

3816 

1665 

98.0 

1-25 

55-5 

150 

63-7 

Youghiogheny  

3091 

4055 
4029 

225 
213 
278 

2866 
3842 
375i 

2827 
3733 
3735 

1030 

H74 

2102 

60.6 

86.7 
123-6 

0-79 
i  .  ii 

1-59 

25-7 
36-8 
52.6 

85 
105 
135 

24-5 
72.6 
I23.I 

do  

do  

Youghiogheny  
do  

1772 
3153 

164 
239 

1608 
2914 

1635 
2906 

1063 
1576 

62.5 
92.7 

0.80 
i  .  ii 

21  .O 

3*-S 

68 

121 

28.2 

72-7 

46 
47 

2O-2-I8O 
20-4-180 

Big  Four  "F"  

do  

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 
TABLE  9. — Coal — Continued. 


95 


Designation  of 
tests. 

Coal. 

H  Number. 

Laboratory 
symbol. 

Kind  of  coal. 

Dry 
coal 
fired. 

Dry 

ash. 

24 

Dry 
coal 
min- 
us 
dry 
ash. 

Com- 
bus- 
tible 
by 
anal- 
ysis. 

Dry 
coal 
rired 
per 

bour. 

Dry 
coal 
per 
sq.  ft. 
of 
grate 
sur- 
face 
per 
hour. 

Dry 
coal 
per 
sq.  ft. 
heat- 
ing 
sur- 
face 
per 
hour. 

Coal 
per 
mile 
run. 

_c 

IN 

a  <v 

CI-M 

«  o 
v£ 
•o 
§ 

0 

Sparks 
from 
stack 
per. 
hour. 

2 

33 

33 

25 

36 

M 

28 

29 

30 

31 

33 

48 
49 
50 
5i 
52 
53 
54 
55 
56 
57 
58 
59 
60 
61 
62 
63 
64 
65 
66 

20-6-l8o 
20-8-l8o 
2O-IO-l8o 
30-2-180 
30-4-180 
30-6-180 
30-8-180 
30-10-180 
40-2-180 
40-4-180 
40-6-180 
40-8-180 
40-10-180 
50-2-180 
50-4-180 
50-6-180 
50-8-l8o 
60-4-180 
60-6-180 

Big  Four  "H"  .  .  .  . 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

.  .    .do  

Big  Four  "G"  

Big  Four  "I"  

do  

Linton  run  of  mine. 

Big  Four  "G"  

do  

Linton  run  of  mine 
Big  Four  "H"  .  .  .  . 

Big  Four  "G".  .    .  . 

.  .    do  

do            .... 

67 
68 
69 
70 

7i 

72 

73 
74 
75 
76 
77 
78 
79 
80 
81 
82 
83 
84 

20-4-160 
2O-6-l6o 
20-8-160 
2O-IO-I6O 
30-4-160 
30-6-160 
30-8-160 
3O-IO-l6o 
30-12-160 
40-4-160 
40-6-160 
40-8-160 
40-10-160 
50-4-160 
50-6-160 
50-8-160 
60-4-160 
60-6-160 

Youghiogheny  

2531 
3352 

191 

238 

2340 
3"4 

2306 
3090 

723 
957 

42-5 
56-3 

0-54 
0.72 

36.19 

47-8 

58 

77 

12.51 
13.21 

do  

Big  Four  "I"  .  . 

Youghiogheny  

3089 
4100 

276 

332 

2814 
3768 

2815 
3719 

882 
1171 

51-9 
68.9 

o  66 

0.88 

29.13 
39-o 

74 
107 

I3-05 

29.13 

do  

Big  Four  "H"  .  .  .  . 

Youghiogheny  

3775 
4223 

288 
295 

3487 
3928 

3505 
3848 

1078 
1490 

63-4 
87.6 

0.81 

I  .  12 

26.8 

37-3 

80 
117 

24.7 
44-4 

do  

Big  Four  "H"  . 

Youghiogheny  

1393 
3444 

75 
237 

1318 
3207 

1281 
3187 

1114 
1722 

65-5 
101.3 

0.84 

1.30 

22.3 
34-4 

48 
105 

23.22 
77-9 

do  

85 
86 

87 
88 

89 
90 
9i 
92 

93 
94 
95 
96 

97 

20-4-120 
20-8-1  20 
2O-I2-I2O 
30-4-1  2O 
30-8-120 
3O-I4-I2O 
4O-4-I2O 
4O-8-I2O 
4O-I2-I2O 
50-4-120 
50-8-120 
5O-II-I2O 

60-  8-  i  20 

Youghiogheny  

1873 
3"9 
4327 
2107 

3785 
4412 
2271 
4190 
4563 
1366 

3137 
1512 

164 
300 
289 
150 
333 
258 
179 
275 
275 
90 
241 
68 

1709 
2819 
4038 
1957 
3452 
4154 
2092 

3915 
4288 
1276 
2896 
1444 

1707 
2838 
3942 
1943 
3441 
4051 
2071 

3753 
4122 
1249 
2886 
i39i 

535 
891 
1299 
602 
1081 
2206 
648 

1323 
2281 
683 
1568 
2268 

31-4 
52.4 
76.4 

35-4 
63-6 

130-7 
38.2 
77.8 
134-2 
40-5 
92-3 
133-4 

o  .40 
o  .67 

0.98 

0.45 
0.82 

1.68 
0.49 
i  .00 
1.72 
0.52 
1.18 
1.71 

3i-4 
44-7 
65-3 
20.  i 
36.0 

74-3 
16.2 

33-3 
56.9 
13-7 
3i-4 
44-9 

32 
88 

139 
3i 
88 
170 
4i 
"7 
153 
33 
94 
86 

13-07 

12.  O 

34-2 
9-i 
54-i 
194-5 
45-5 
32-9 
219.7 

15-5 
63-6 
173.0 

.  .     do   

do  

do  

.    .      do  

.  .   do   

do  

do  

.    .  .  .do  

.    .      do   

do   

do  

96 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


TABLE   10. — Draft  and  boiler  performance. 


Designation  of 
tests. 

Draft. 

Boiler  performance. 

Number. 

Laboratory 
symbol. 

Front 
of  dia- 
phr- 
agm, 
inches 
of 
water. 

Back 
of  dia 
phr- 
agm, 
inches 
of 
water. 

In  fire 
box, 
inches 
of 
water 

Smok( 
box, 
tem- 
per - 
ture 
of. 

Water 
•   evapo- 
rated 
per  sq. 
ft.  heat 
ing-sur 
face  pel 
hour. 

Water 
evapo- 
rated 
per 
pound 
of  d:y 
coal. 

Equiva- 
lent 
evapora- 
tion per 
hour. 

Equiva- 
lent 
evapora- 
tion per 
sq.  ft. 
heating- 
surface 
per  hour 

Equiva- 
lent 
evapora- 
tion per 
sq.  ft. 
grate  sur 
face  per 
hour. 

Equiv- 
alent 
evapo- 
rated 
per 
pound 
of  dry 
coat. 

1 

% 

33 

34 

35 

36 

37 

38 

39 

40 

41 

42 

I 
ia 

2 

3 
3a 
4 
5 
5« 
6 

7 
8 

9 

10 

ii 

12 

20-2-240 
20-2-240 
20-4-240 
20-6-240 
20-6-240 
20-8-240 
30-2-240 
30-2-240 
30-4-240 
30-6-240 
40-2-240 
40-4-240 
40-6-240 
50-2-240 
50-4-240 

2-3 
2.  2 

3-6 

4-5 
4.0 

1.6 

1.6 

2.4 

2.6 

2.7 

0.9 

i-7 
i-3 
i-7 

1.8 

635 

743 

745 
730 

Lbs. 
5-63 
5-86 

7-63 
8-53 
9.  10 

Lbs. 
7.90 
7.90 

7.78 

7.27 

Lbs. 
8,838 
9.  189 
12,095 
13.648 
H.  230 

Lbs. 
6.68 
6.90 

9-15 
10.31 
10.76 

Lbs. 
5I9-9 
540.5 
712.0 
802.3 
837.0 

Lbs. 
9.40 
9.40 
9-32 

8.60 

3-4 
3-5 
4-4 

2.4 

2.4 
2.7 

1.4 
1.8 
i-5 

698 

759 

9-3i 

8.31 
8.72 

7.89 
6.88 

11,427 
12,893 
13.913 

8.64 

9-75 
io  52 

672.2 
758.0 
818.4 

9-33 
8.08 

3-7 
5-6 

2.7 

3-i 

1.8 

2-3 

809 

9.87 
10.25 

7.42 

12,369 
16,385 

9-35 
12.39 

727.6 
963.8 

8-79 

4.1 

2.9 

2.O 

8.91 

8.07 

'3.977 

10.57 

822.0 

9-57 

13 

H 
15 

16 

17 
18 

19 

20 
21 
22 

23 
24 
25 
26 
27 
28 

20-2-220 
2O-4-22O 
2O-6-22O 
2O-8-22O 
3O-2-22O 
30-4-22O 
3O-6-22O 
3O-8-22O 
4O-2-22O 
4O-4-22O 
4O-6-22O 
5O-2-22O 
50-4-220 
5O-6-22O 
60-4-2  2O 
6O-6-22O 

2.  I 
2-9 

4-3 
6.0 

2-7 
3-9 
5-6 

1.6 

2.0 

3-i 

4.1 
1.9 

2.8 

3.8 

I  .  2 
I  .  I 
2  .  I 
2.2 
1.4 
1.8 
2-3 

682 
703 
764 
806 

743 
813 

5-64 
6.92 
8.69 
10.73 
6.67 
8.15 
10.06 

8.47 
8.40 

7-33 
6.82 
8.05 

7-32 
7.11 

8,888 

10,  882 

13,612 
16,  790 
10,583 

12,  9OI 
15,880 

6.72 
8.23 
io.  29 
12.70 
8.00 
9-75 

12.  OI 

522.8 
640.0 
800.0 

987.7 
622.0 
758.8 
934-0 

10.65 

IO.OO 

8.69 
8.08 

9-75 
8-77 
8.49 

3-2 

4.8 

2.3 

3-4 

1.6 

2.O 

716 
786 

7-30 
9.  16 

7-93 

7-54 

II,  602 
14,  487 

8-77 
10.95 

682.0 
852.0 

9-54 
9-03 

3-4 
5-8 

2.6 

3-9 

2.  I 
1-7 

728 
810 

7.64 
10.29 

7-73 
6-75 

12,  144 

1  6,  205 

9-l8 

12.25 

714.0 
953-0 

9.29 
8.06 

29 
30 
31 
32 

33 
34 
35 
36 
37 
38 
39 
40 

4i 
42 
43 
44 
45 

2O-2-2OO 
2O-4-2OO 
2O-6-2OO 
2O-8-2OO 
3O-2-2OO 
3O-4-2OO 
30-6-200 
30-8-2OO 
4O-2-2OO 
4O-4-2OO 
4O-6-2OO 
40-8-20O 
5O-2-2OO 
50-4-2OO 
5O-6-2OO 
60—4—200 
6O-6-2OO 

i-7 
2-5 
3-4 
5-i 

2  .2 
3-0 

4-9 

1.2 

1.8 

2  .  I 

3-5 
1.6 

i-9 

3-5 

0.9 

i-3 
1.6 

2-3 

0.5 
1.4 

2-5 

682 
685 
780 

673 
682 
788 

4.98 
6.09 
7.42 
9-53 
5-85 
7.16 
9.29 

8.50 
7.96 

7-58 
8.26 

7-37 

7.796 
9.528 

ii,  801 

14.  903 
9,  192 

".313 
14,  708 

5.89 

7  .20 
8.92 
ii  .27 
6.96 
8.56 

II  .  12 

458.0 
560.0 
694.0 
876.6 
540.0 
665.0 
865.0 

10.07 
9-43 

8.96 
9.82 

8*83 

2-5 
4.2 
6.6 

i-9 
3-0 

4-5 

i'.8 
3-o 

676 

833 

6-33 

8.52 
11.31 

8.  ii 

7-63 

7.12 

10,  046 
13.  362 
17,  690 

7-59 

10.  10 

13-38 

59i-o 
786.0 
i  040  .  o 

9-75 
9.06 

8.41 

2.6 

4.8 

1.9 

3-4 

i-4 

2.2 

687 
768 

6.48 
9.41 

8.08 
7.89 

io,  255 

14.725 

7-75 
11.13 

603.2 
866.7 

9.64 
9-34 

^  - 

46 

47 

2O-2-I8O 
20-4-180 

1.4 

2.0 

I  .0 

i-3 

0.7 
1-7 

595 
628 

4.20 
5-35 

6,705 
8,556 

5-07 
6-47 

393-0 
502.5 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 
TABLE  10. — Draft  and  boiler  performance — Continued. 


97 


Designation  of 
tests. 

Draft. 

Boiler  performance. 

Number. 

Laboratory 
symbol. 

Front 
of  dia- 
phr- 
agm, 
inches 
of 
water. 

Back 
of  dia- 
phr- 
agm, 
inches 
of 
water. 

In  fire- 
box, 
inches 
of 
water. 

Smoke 
box, 
tem- 
per- 
ature 
of. 

Water 
evapo- 
rated 
per  sq. 
ft.  heat- 
ing-sur- 
face per 
hour. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

Equiva- 
lent 
evapora- 
tion per 
hour. 

Equiva- 
lent 
evapora- 
tion per 
sq.  ft. 
heating- 
surface 
per  hour. 

Equiva- 
lent 
evapora- 
tion per 
sq.  ft. 
grate 
surface 
per  hour. 

Equiva- 
lent 
evapo- 
rated 
per 
pound 
of  dry 
coal. 

1 

2 

33 

34 

35 

36 

37 

38 

39 

40 

41 

42 

48 
49 
50 
5i 
52 
53 
54 
55 
56 
57 
58 

59 
60 
61 
62 

63 
64 

65 
66 

20-6-180 
20-8-180 
2O-IO-l8o 
30-2-180 
30-4-180 
30-6-180 
30-8-180 
3O-IO-I80 
40-2-180 
40-4-180 
40-6-180 
40-8-180 
40-10-180 
50-2-180 
50-4-180 
50-6-180 
50-8-180 
60-4-180 
60-6-180 

2.8 

3-9 

i-7 
2-3 

i-3 
«.? 

673 

7I8 

Lbs. 
6-45 
8.10 

Lbs. 

Lbs. 
10256 
12878 

Lbs. 
7-75 
9-74 

Lbs. 
603  .  3 
758.0 

Lbs. 

i-7 

2-5 

3-6 

5-8 

i  .  i 
1.6 

2-3 

3-3 

0-7 

I  .2 
2.O 
2.  1 

654 
639 
688 
762 

4-75 
6.  14 

7-34 
10.33 

7611 
9720 
11651 
16424 

5-76 
7-35 
8.81 
12.42 

447-7 
571-7 
686.3 
966  .4 

1.8 
3-0 

5-2 

7-6 

1  .2 
1.9 
3-2 

4-7 

0.8 

1.6 

2.0 
2-9 

636 
687 
750 

831 

5.10 
7-05 
9-5i 
11.94 

8107 
11272 

I5I7I 
18962 

6.13 
8-53 
11.47 

14-34 

476.0 
663.4 
892.0 
1115.0 

1.8 
3-5 

5-5 

I  .  2 

2-3 

3-1 

0.9 

1.6 

2.2 

639 

707 

778 

5-41 
7.61 
10.43 

865  1 
12186 
16596 

6-53 
9.22 

12.55 

508.0 
716.8 
976.2 

67 
68 
69 
70 

7i 
72 
73 
74 
75 
76 
77 
78 
79 
80 
81 
82 

83 
84 

20-4-160 
2O-6-I60 
20-8-l6o 
2O-IO-l6o 
30-4-160 
30-6-160 
30-8-160 
30-10-160 
3O-I2-l6o 
40-4-160 
40-6-160 
40-8-160 
40-10-160 
50-4-160 
50-6-160 
50-8-l6o 
60-4-160 
60-6-160 

1.6 

2.4 
3-4 

1.3 

1.8 

2.  I 

0.9 
I  .  I 

I  .2 

631 
667 
678 

4.68 

5-93 
7.20 

8-55 
8.18 

7348 
93H 

5-55 
7.04 
8.61 

432.0 
548.0 
670.0 

10.  16 

9.72 

2.O 

3-4 
4-9 

1-4 

2.4 

2-9 

I  .0 

1.8 
1.8 

662 
707 
763 

5-55 
7-36 
9-05 

8.31 

8.3I 

8735 
"573 

6.60 

8-75 
10.91 

513-0 
681.0 
848.0 

9-89 
9.87 

2-7 

4-4 

6.2 

2.0 
3-2 

3-8 

1-5 

2.  I 
2-3 

690 
761 
790 

6.69 
8.71 
10.90 

8.20 

7.72 

10493 
13647 

7-94 
10.32 
13.06 

617.0 
803.0 
1016.0 

9-73 
9.  16 

2-9 

5-0 

2.  I 

3-5 

i-4 
i-5 

691 
786 

6-94 
9.71 

8.22 

7-45 

10892 
15302 

8.23 
"•57 

641  .0 
900.0 

9.76 
8.88 

85 
86 

87 
88 
89 
90 

9i 
92 

93 
94 
95 
96 
97 

20-4-120 
20-8-120 
2O-I2-I2O 
30-4-1  2O 
3O-8-I2O 
30-14-120 
40-4-1  2O 
4O-8-I2O 
4O-I2-I2O 
50-4-120 
50-8-I2O 
5O-II-I2O 
60-8-120 

0-9 

2  .2 

3-9 

I  .2 

3-0 
7-5 
i-3 
3-9 
7-8 
i-3 
4-7 
8.1 

0.6 
i-5 
2-7 
0.9 

2.  I 

5-i 
1  .0 

2.8 
5-2 
I  .0 

3-4 
5-7 

0.5 

I  .2 

i-5 
0-7 
0-9 

2.6 

0.7 
1.4 

2.8 

0-7 

2.  I 

3-6 

58i 
630 
718 
608 
676 

835 
606 
727 
842 
630 

765 
838 

3-3i 

5-45 
7.81 

3-98 
6.78 
11.80 
4.22 
8.  ii 
11.99 
4-52 
9.11 
12.23 

8.17 
8.07 
7-96 
8-73 
8.28 
7.07 
8.58 
8.10 
6-94 
8-75 
7.68 
7.12 

5171 
8531 
12235 
6214 
10571 
18507 

6591 
12693 
18794 
7063 
14230 
19116 

3-9i 
6-45 
9-25 

4.70 

7-99 
13-99 
4.98 
9.60 
14.20 

5-34 
10.76 

14-45 

304.0 
501.0 
719.0 
364.0 
621  .0 
1088.0 
387.0 
746.0 
1105.0 
415.0 
837.0 
1124.0 

9.67 
9-56 
9.41 
10.32 

9-77 
8.38 
10.15 

9-59 
8.27 
10.34 
9.07 
8.41 

! 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


TABLE   ii. — Boiler  performance. 


Designation  of  tests. 

Boiler  performance   (continued). 

B.  t.  u.  taken  up  by  — 

Boiler 

Number 

Laboratory 
symbol. 

horse- 
power, 
A.S.M.E. 
standard 

Each  pound 
of  water 
evaporated. 

Boiler  per 
minute. 

Boiler  per 
pound  of 
dry  coal. 

Boiler  per 
pound  of 
combustible. 

Boiler  per 
100   B.  t.  u. 
in  coal. 

1 

2 

43 

44 

45 

46 

47 

48 

I 

20-2-240 

1146.8 

142,  260 

9087 

9991 

63-77 

256 

ia 

20-2-240 

"45-7 

147,909 

9085 

1OO93 

63-75 

266 

2 

20-4-240 

1158.2 

I94»  693 

9013 

9712 

63-25 

350 

3 

20-6-240 

II68.6 

219,  696 

396 

30 

20-6-240 

1142.  2 

229,  068 

8304 

9319 

58.25 

412 

4 

20-8-240 

5 

30-2-240 

II4I.9 

183,948 

9017 

9801 

63.28 

331 

50 

30-2-240 

"33-5 

207,  543 

7801 

8629 

54-73 

373 

6 

30-4-240 

1164.9 

223,932 

403 

7 

30-6-240 

8 

40-2-240 

II47.I 

198,941 

8490 

59-58 

'358 

9 

40-4-240 

II65-5 

263,  753 

475 

10 

40-6-240 

ii 

50-2-240 

II46.I 

224,  960 

9241 

IOO66 

46-85 

405 

12 

50-4-240 

13 

2O-2-22O 

II5I.I     1        143,081 

10290 

III97 

72.21     ;            257 

H 

2O-4-2  2O 

"49-3 

175.  172 

9654 

10425 

67-75 

3i5 

15 

2O-6-22O 

i  i  44  .  8 

219,  107 

8391 

9184 

58.88 

395 

16 

20-8-220 

1143.1 

270,277 

7804 

8495 

54-76 

486 

i? 

3O-2-22O 

"59-9 

I70.350 

9343 

10079 

65.56 

307 

18 

30-4-220 

"53-9 

207,  113 

8453 

9238 

59-32 

374 

19 

3O-6-22O 

"53-7 

255.613 

8235 

9000 

57-79 

461 

20 

30-8-220 

21 

4O-2-22O 

1162.3 

186,828 

9226 

9955 

64.74 

'336 

22 

40-4-220 

1150.2 

233.  093 

8720 

9582 

61  .  19 

426 

23 

40-6-22O 

24 

5O-2-22O 

1160.3 

195.491 

8975 

9766 

62.98 

352 

25 

50-4-220 

1152.0 

260,  851 

7788 

8530 

54-66 

470 

26 

50-6-220 

27 

6O-4-22O 

28 

6O-6-22O 

29 

2O-2-2OO 

i  144.0 

125,496              9728 

10555 

68.27 

226 

30 

2O-4-2OO 

1143.8 

153.383              9"7 

9896 

63-98 

276 

31 

2O-6-2OO 

1161  .  i 

189,978 

342 

32 

20-8-200 

1142.3 

239,  887 

'8658 

9310 

60.76 

432 

33 

3O-2-2OO 

1148.0 

147.977 

9482 

10236 

66.54 

266 

34 

30-4-200 

"54-9 

192,  126 

328 

35 

3O-6-2OO 

1156.9 

236,755 

8547 

9324 

59-98 

426 

36 

3O-8-2OO 

37 

4O—2—2OO 

1159.8 

161,  714 

9413 

10290 

66.06 

291 

38 

4O-4-2OO 

"45-5 

214,987 

8709 

9671 

61  .  12 

387 

39 

4O-6-2OO 

1140.6 

284,  465 

8119 

8758 

56.97 

512 

40 

40-8-200 

4i 

5O-2-2OO 

1152.1 

164,596 

9309 

10086 

65-33 

297 

42 

5O-4-2OO 

"43-5 

237,085 

9024 

9790 

63-33 

426 

43 

50-6-200 

44 

60-4-200 

45 

60-6-200 

46 

2O-2-I8O 

1166.5 

107  ,924 

194 

47 

20-4-180 

1167.3 

137,731 

248 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE, 
ii. — Boiler  performance — Continued  . 


99 


Designation  of  tests. 

Boiler  performance   (continued). 

|3 

B.  t.  u.  taken  up  by  — 

Boiler 

| 
1 

Laboratory 
symbol. 

Each  pound 
of  water 
evaporated. 

Boiler  per 
minute. 

Boiler  per 
pound  of 
dry  coal. 

Boiler  per 
pound  of 
combustible. 

Boiler  per 
100  B    t    u 

horse- 
power, 
A.S.M.E. 

in  coal. 

standarc 

l 

2 

43 

44 

45 

46 

47 

48 

48 

20-6-lSo 

1162.3 

165,  ioi 

297 

49 

20-8-lSo 

1161.3 

207,  298 

373 

50 

2O-IO-l8o 

5i 

30-2-180 

1170.0 

122,  512 

220 

52 

30-4-180 

1156.9 

156,470 

282 

53 

30-6-180 

1159.0 

187,549 

338 

54 

30-8-180 

1161  .4 

264,357 

476 

55 

3O-IO-l8o 

56 

40-2-180 

1167.0 

130,550 

235 

57 

40-4-  1  80 

1167.3 

181,  540 

326 

58 

40-6-180 

1165.7 

244,  209 

439 

59 

40-8-180 

i  i  60  .  6 

305,  254 

549 

60 

40—10-180 

61 

50-2-180 

Il67  .2 

139,  254 

250 

62 

50-4-180 

II70.7 

196,  164 

353 

63 

50-6-180 

II62.3 

267,  148 

481 

64 

50-8-180 

65 

60-4-180 

66 

60-6-180 

67 

20-4-160 

II47.7 

118,  281 

9817 

10773 

68.89 

212 

68 

2O-6-l6o 

II48.5 

149,  879 

9426 

10223 

66.  14 

269 

69 

20-8-l6o 

II56.6 

183,251 

330 

70 

2O-IO-I6O 

7i 

30-4-160 

U49-3 

140,  605 

9550 

10477 

67.01 

253 

72 

30-6-160 

1148.  I 

i  86,  302 

9544 

9839 

66.97 

335 

73 

30-8-160 

II63.2 

232,  019 

417 

74 

3O-IO-l6o 

75 

30-12-160 

76 

40-4-160 

H45.I 

168,  914 

9401 

IOI25 

65-97 

303 

77 

40-6-160 

II45.I 

219,  687 

8845 

9706 

62.07 

396 

78 

40-8-160 

"58.3 

278,  044 

500 

79 

40-10-160 

80 

50-4-160 

II47.4 

175,328 

943  i 

I025I 

66.18 

315 

81 

50-6-160 

II5I-7 

246,310 

8582 

9271 

60.22 

443 

82 

50-8-160 

83 

60-4-160 

84 

60-6-160 

85 

20-4-1  20 

II42.7 

83,  245 

9335 

10241 

65-50 

150 

86 

2O-8-I2O 

II44.4 

137,331 

9235 

10148 

64.81 

247 

87 

2O-I2-I2O 

II43.8 

196,950 

9!05 

9994 

63-89 

354 

88 

3O—4—I2O 

1141  .6 

100,  049 

9985 

10830 

70.07 

1  80 

89 

30-8-1  20 

1142.3 

170,543 

9468 

10414 

66.44 

306 

90 

3O-I4-I2O 

"45-5 

297,  898 

8092 

8882 

56.79 

536 

9i 

40—4—1  2O 

1141  .6 

1  06,  096 

9810 

10756 

68.84 

190 

92 

40-8-120 

"43-3 

204,319 

9264 

10695 

65.01 

368 

93 

4O-I2-I2O 

1145.2 

302,  523 

7956 

8840 

55-83 

544 

94 

50-4-1  20 

ii4i-3 

113,692 

9987 

10922 

70.08 

204 

95 

50-8-120 

1141  .  i 

229,  056 

8763 

!      9525 

61.49 

412 

96 

5O-II-I2O 

1141.9 

307,  7°7 

8140 

8848 

57^2 

1    554 

97 

•  60-8-1  20 

..-.••-, 

...    •;•.•... 

,    .-  •  •  : 

100  HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 

TABLE  12. — Chemical  results. 


Designation  of  tests. 

Chemical  results. 

Number. 

Laboratory 
symbol. 

Composition  of  flue  gases. 

Air  used 
per  pound 
of 
carbon. 

Excess 
air. 

B.    t.    u. 
per  pound 
of  coal. 

CO, 

°, 

CO 

N2 

1 

3 

49 

50 

51 

52 

53 

54 

55 

I 

10 
2 

3 
3a 
4 
5 
5a 
6 

7 
8 

9 

10 

ii 

12 

20-2-240 
20-2-240 
20-4-240 
20-6-240 
20-6-240 
20-8-240 
30-2-240 
30-2-240 
30-4-240 
30-6-240 
40-2-240 
40-4-240 
40-6-240 
50-2-240 
50-4-240 

13-9 
14.0 
14.6 

2.7 
2  .O 
2.4 

0.6 

0.2 

0.6 

82.8 
83.8 

82.4 

Lbs. 

13-44 
13.00 
13.12 

11.78 
13.28 

12.  6l 

11.80 

Per  cent. 
16.46 
12.65 
13.69 

2.08 
15.08 

14158 
14030 
14446 

14.8 

I  .O 

I  .2 

83.0 

13828 

14.4 
14-5 

2  .  2 
I  .  I 

0.0 

0.6 

83-4 
83.8 

14310 

9.27 

15.0 

1.6 

0.2 

83.2 

H357 

15-6 

0.8 

0.8 

82.8 

2.25 

.... 

14302 

13 

14 
15 

16 

i? 
18 

19 

20 
21 
22 

23 
24 

25 
26 

27 
28 

20-2-220 
2O-4-22O 
20-6-220 
2O-8-22O 
3O-2-22O 
3O-4-22O 
3O-6-22O 
3O-8-220 
4O-2-22O 
40-4-220 
4O-6-22O 
5O-2-22O 
5O-4-22O 
5O-6-22O 
60-4-220 
60-6-220 

13.2 
15-5 
15-4 
16.4 
14.0 
14.6 
17.2 

3-7 
1.4 

2.0 
I  .0 

2.8 
2.6 

0.4 

o.o 

0.  I 

o.o 
0.8 

O.2 

o.o 

0.0 

83.1 
83.0 
82.6 
81.8 
83.0 
82.8 

82  4 

14-77 

12  .60 

13.04 
11.94 

I3-72 
13-59 
11.78 

I3-23 
12.13 

11-74 
13-45 

27.99 
9.18 
13.00 
3.46 
18.89 
17.76 
2.08 

15.51 

5-" 

14296 

14437 
14212 
14310 
14428 
14310 
14180 

14435 
I4I59 

15-6 
I6.7 

2.4 
0.9 

0.  I 
0.0 

81.9 
82.4 

15.8 
I5-I 

0.6 

2-5 

0.6 

0.0 

83.0 
82.4 

i-73 
16.55 

H3I4 
14300 

29 
30 
31 

32 

33 
34 
35 
36 
37 
38 
39 
40 

4i 
42 
43 
44 
45 

2O-2-2OO 
2O-4-2OO 
2O-6-2OO 
2O-8-2OO 
3O-2-2OO 
3O-4-2OO 
3O-6-2OO 
30-8-200 
4O-2-2OO 
40-4-200 
4O—6—2OO 
4O-8-2OO 
5O-2-2OO 
5O-4-2OO 
5O-6-2OO 
6O-4-2OO 
6O-6-2OO 

14.8 
12.2 

I  .0 

5-0 

0.4 

o.o 

83.8 
82.8 

12.12 
16.24 

12.14 
12.35 

12.38 

16.47 
II.8I 

12.28 

12.89 
I3-I5 

5-03 

40.73 

*4344 
H336 

15-8 
15-4 

0.9 

I  .2 

0.  I 

O.  2 

83.2 

83.2 

5-20 

7.02 
7^28 

42-72 
2-34 
6.41 

14489 
14418 

14268 

14221 
14322 
14429 

15-6 

1.4 

0.4 

82.6 

12.  I 

15-6 
17.0 

5-2 

0.6 
i  .  i 

0.0 

0.4 

o.o 

82.7 
83.4 

81.9 

15-4 
15-6 

1.8 

2.2 

0.0 
0.0 

82.8 
82.2 

ii  .61 

13-95 

14327 
14345 

46 

47 

2O-2-I8O 
20-4-180 

•   *        *    - 

HIGH  STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 
TABLE  12. — Chemical  results — Continued. 


101 


Designation  of  tests. 

Chemical  results. 

Number. 

Laboratory 
symbol. 

Composition  of  flue  gases, 
volumetric  per  cent. 

Air   used 
per  pound 
of 
carbon. 

Excess 
air. 

B.    t.    u. 
per  pound 
of  coal. 

C02 

o. 

CO 

No 

1 

2 

49 

5O 

51 

53 

53 

54 

55 

48 
49 
50 
5i 
52 
53 
54 
55 
56 
57 
58 
59 
60 
61 
62 

63 
64 

65 
66 

2O-6-I8O 
20-8-180 
2O-IO-I8O 
30-2-180 
30-4-180 
30-6-lSo 
30-8-180 
30-IO-I80 
40-2-180 
40-4-180 
40-6-180 
40-8—180 
40-10-180 
50-2-180 
50-4-180 
50-6-180 
50-8-180 
60-4-180 
60-6-180 

Lbs. 

Per  cent. 

67 
68 

69 
70 

7i 

72 

73 

74 
75 
76 
77 
78 

79 
80 
81 

82 

83 
84 

20-4-160 
2O-6-l6o 
20-8-l6o 
2O-IO-l6o 
30-4-160 
30-6-160 
30-8-160 
30-10-160 
30-I2-l6o 
40-4-160 
40-6-160 
40-8-160 
40-10-160 
50-4-160 
50-6-160 
50-8-160 
60—4—160 
60-6-160 

12.  O 

13-4 

4-2 

2.8 

o.o 

0.0 

83.8 
83.8 

15-57 
I3-96 

14.46 
13-88 

12.26 

12.82 

I5-72 

12  .6l 

34-92 
20-97 

14163 
14346 

25-30 
2O.28 

14246 
14400 

II  .  I 
13-2 

2-9 

2-7 

0.  I 

o.o 

85-9 

84.1 

15-8 
14.6 

1  .0 
1.6 

o.o 
o.o 

83.2 
83.8 

6.24 
II  .09 

36.22 
9.27 

14458 
14191 

14350 
14412 

13-8 
15-0 

5-0 
1.4 

0.0 

o.o 

81.2 
83.6 

85 

86 

87 
88 
89 
90 
9i 
92 
93 
94 
95 
96 

97 

20-4-120 
2O-8-I2O 
2O-I2-I2O 
30-4-120 
30-8-120 
3O-I4-I2O 
40-4-120 
40-8-120 
4O-I2-I2O 
50-4-120 
50-8-I2O 
50-11-120 
60-8-120 

II  .  I 

4-3 

0-3 

84.3 

I5-7I 

12.48 
17.89 

I3-3I 
13.20 

I5-03 
11.98 
11.79 
13.21 

I4-5I 
12.38 

36.13 
8.14 

55-02 

15-34 
14.38 
30.24 
3-8i 

2.  17 

14.47 

25-74 
7.28 

14300 

I4095 
14400 
14116 
14050 
14300 

I39I4 
14000 
14199 
14280 
14300 

15-9 
II  .2 
I4.I 
15-2 
13.2 

15-8 
17.0 
15.0 
13.2 
16.4 

i-3 

6.2 

2-3 
2  .2 
4-0 

0.6 
0.4 

2.2 

3-4 

1.2 

o.o 

0.0 
0.2 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 

o.o 

82.8 
82.6 

83.4 
82.6 
82.8 
83.6 

82  .6 

82.8 
83.4 

82.4 

102 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


TABLE  13. — Events  of  the  stroke  from  indicator-cards. 


Designation 
of  tests. 

Indicator  results  —  Events  of  stroke—  per  cent. 

Admission. 

Cut-off. 

| 

Laboratory 
symbol. 

Right  side. 

Left  side. 

Right  side. 

Left  side. 

R 

1 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

Average 

H.  E 

C.  E. 

H.  E. 

C.  E. 

Average 

i 

-A 

56 

57 

58 

59 

60 

61 

62 

63 

64 

65 

i 

20—2—240 

4.40 

3.02 

2.65 

1.70 

2-94 

16.70 

II  .90 

16.39 

H-75 

14.18 

IO 

20—2—240 

2 

20-4-240 

2.OO 

i.  So 

•  30 

I  .  IO 

i-55 

19.60 

17.30 

21.30 

17.90 

19  .02 

3 

20-6-240 

1.87 

i  .  20 

1.88 

i-75 

i-45 

28.88 

22.90 

26.  10 

26.30 

26.05 

la 

20—6—240 

ou 
4 

20-8-240 

1.30 

I  .00 

i  .00 

1.50 

i  .20 

35-00 

29.00 

35-00 

32-50 

32-88 

5 
e<j 

30-2-240 
30—2—240 

4-45 

3-65 

3-70 

2-49 

3-57 

17.03 

14-77 

18.99 

I3-36 

16.04 

o1* 
6 

30-4-240 

3-40 

2.50 

2.30 

2.60 

2.70 

20.00 

18.80 

21  .OO 

19.00 

19.70 

7 

30-6-240 

2.50 

1.63 

.96 

•93 

1.50 

26.23 

23  03 

25-53 

25-83 

25.15 

8 

40-2-240 

5-io 

4-35 

3-45 

1.23 

3-28 

16.  24 

14.17 

16.47 

14.  ii 

I5.24 

9 

40-4—240 

3-4° 

2.60 

2.50 

2.30 

2.  70 

19.80 

20.40 

21.80 

21  .OO 

20.75 

IO 

40—6—240 

2.50 

2.30 

i  .40 

1.50 

I  .92 

27.60 

26.50 

28.  2O 

29.00 

27.82 

ii 

50-2-240 

4.60 

3.38 

3.01 

i-95 

3-23 

17.18 

14.61 

16.45 

13.85 

15.52 

12 

50—4—240 

.80 

2.00 

•50 

I  .  IO 

I  .  IO 

16.  10 

21  .60 

23.60 

23.20 

21  .  12 

»3 

2O-2-22O 

3-65 

3-57 

2  .  26 

1-57 

2.76 

16.  12 

12.68 

16.08 

12.88 

14.44 

M 

2O-4-22O 

1.71 

i-77 

0.66 

I  .  12 

I-3I 

19.98 

I7-56 

20.53 

20.03 

I9-52 

15 

2O-6-22O 

i  .60 

I.I3 

0.38 

O.S? 

0.99 

28.76 

23-34 

27  .  10 

28.73 

26.98 

16 

2O-8-22O 

0.76 

0.68 

0.65 

0.64 

0.68 

36.73 

30.12 

37-35 

36.95 

35-28 

i? 

3O-2-22O 

3.71 

3-66 

i-93 

2.68 

2-97 

13.22 

12.38 

14.74 

13-43 

13-45 

18 

3O-4—22O 

2.00 

1.87 

1.79 

1.66 

1-83 

23-87 

18.66 

21  .60 

20.45 

21  .  14 

19 

30-6-220 

1-52 

i-39 

I  .  10 

0.58 

1.14 

27.13 

23-28 

27-37 

27.87 

26.41 

20 

30-8-220 

I  .OO 

I  .  10 

.80 

i  .00 

•97 

37-oo 

32.70 

36.00 

37-80 

35-87 

21 

4O-2-22O 

4-34 

3.00 

2-49 

1.86 

2.92 

14.99 

14.04 

15-59 

12.95 

H-38 

22 

40-4-220 

2.40 

3.10 

i  .60 

I  .  10 

2.05 

20.60 

19.60 

20.00 

21  .60 

20.45 

23 

4O-6-22O 

i  .00 

i  .  20 

.70 

o.  20 

•77 

29.70 

30.70 

33-40 

25-50 

29.82 

24 

50-2-220 

4.91 

3-52 

2-77 

1.05 

3.06 

16.  17 

13-68 

15.46 

12-73 

I4-51 

25 

5O-4-22O 

2.40 

2  .40 

1.87 

1.17 

i  .96 

21.70 

18.60 

22.70 

21  .60 

21.15 

26 

50-6-220 

1.50 

2.  10 

I.  10 

i  .00 

1.42 

33-00 

26.60 

35-20 

35-50     32.57 

27 

60-4-220 

2.90 

2.50 

1.  80 

i  .  20 

2.  IO 

28.10 

21  .  2O 

32.20 

26.2O      26.92 

28 

6O-6-2  2O 

1.70 

.70 

.80 

.70 

•97 

39-00 

31.40 

34.60 

33.10    (34.52 

29 

2O-2-2OO 

3-55 

3-77 

2.20 

i  .90 

2.84 

14-75 

12  .  IO 

14-13 

12.43 

13-35 

30 

20-4-200 

i  .92 

2.23 

1.28 

1.19 

1.66 

19.47 

17.76 

22.30 

I9-52 

19.76 

31 

2O-6-2OO 

2.80 

i.  80 

I.  6O 

1.50 

1.92 

28.50 

23.70 

28.70 

26.90 

26.95 

32 

2O-8-2OO 

i  .60 

I  .20 

O.6O 

0.40 

•95 

38-30 

30.30 

37-70 

37-50 

35-95 

33 

30-2-200 

4-13 

4.O6 

2.48 

2  .  22 

3.22 

I4-52 

12.54 

16.64 

13.07 

14.19 

34 

30-4-200 

4-30 

3-00 

2.  2O 

2.50 

3.00 

20.50 

17.40 

20.  20 

17.40 

18.87 

35 

30-6-200 

1.41 

I-3I 

I  .  10 

0.65 

I  .  12 

27.64 

24.08 

27.74 

27  •  53 

26.75 

36 

30-8-20O 

.00 

.80 

•50 

.80 

•  52 

37-50 

30.80 

35-6o 

35-to 

34-75 

37 

4O-2-2OO 

4.92 

3-52 

2  .62 

i-57 

3.16 

13.90 

13-54 

12.97 

12.70 

13.28 

38 

40-4-200  J3-2O 

2.6O 

2.60 

I  .  IO 

2.38 

20.20 

I9.OO 

20.30 

19.40 

19.72 

39 

40-6-200 

1.77 

i-77 

0.80 

0.81 

1.04 

28.47 

26.61 

26.95 

29-53 

27.89 

40 

4O-8-2OO 

i  .00 

i  .90 

-50 

.70 

1  .02 

37.00 

31.00 

34-30 

37.00 

34-82 

4i 

5O-2-2OO 

4.01 

3-46 

2.6l 

1.71 

2.94 

14.88 

I2.O9 

14-79 

n.  81 

13-39 

42 

5O-4-2OO 

3-40 

i.  80 

I  .40 

I  .  10 

1  .90 

21.50 

19.30 

22.90 

19.30 

20.75 

43 

50-6-200 

i  .40 

1.50 

I  .OO 

1.50 

i-35 

36.10 

30.20 

35-8o 

31.70 

33-45 

44 

6O-4-2OO 

.80 

1.70 

1.50 

1  .  20 

1.30 

27.2O 

24.20 

30.  20 

28.20 

27-45 

45 

6O-6-2OO 

3.00 

i  .00 

1.50 

1.50 

1-75 

34-30 

26.50 

30.50 

30.70 

30.50 

46 

2O-2-I8O 

5-40 

3-70 

3-90 

3-oo 

4.01 

17.02  4  13-46 

15.06 

12.  IO 

ii  .91 

47 

20-4-180 

2-75 

i  .90 

i-95 

1.66 

2.06 

21.14 

I7.I8 

19.88 

17.70 

18.97 

HIGH   STEAM-PRESSURES  IN  LOCOMOTIVE  SERVICE. 


103 


TABLE  13.-— Events  of  the  stroke  from  indicator-cards — Continued. 


Designation 
of  tests. 

Indicator  results  —  Events  of  stroke  —  per  cent. 

Admission. 

Cut-off. 

li 

H 

£ 

Laboratory 
symbol. 

Right  side. 

Left  side. 

Right  side. 

Left  side. 

1 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.E. 

Average 

1 

3 

56 

57 

58 

59 

60 

61 

62 

63 

64 

65 

48 

2O-6-l8o 

2.24 

I  .40 

1.50 

1.67 

1.69 

29.17 

24.26 

28  .  59 

25.87 

26.94 

49 

20-8-180 

I.  80 

.80 

I  .  10 

I  .OO 

I.I7 

36.00 

31.00 

35-00 

34-70 

34.17 

50 

2O-IO-I8O 

•50 

.80 

o.oo 

•50 

•45 

45-50 

35-50 

40.40 

45-oo 

41  .60 

5i 

30-2-180 

5-41 

3-50 

3.83 

3-53 

4.06 

I5-69 

12.56 

14.90 

12.34 

13.87 

52 

30-4-180 

4-36 

2.81 

3-02 

2.40 

3-H 

20.50 

17.31 

21  .  27 

17.86 

19.23 

53 

30-6-180 

2.86 

i-73 

1  .60 

i.  80 

1.99 

27.20 

24.06 

27.90 

26.53 

26.42 

54 

30-8-180 

1.78 

1.65 

1.67 

.76 

1.46 

35-50 

32.20 

34-50 

34-70 

34.20 

55 

30-IO-I80 

.70 

.90 

.60 

.70 

•72 

45.00 

37-00 

40.50 

45-oo 

41.87 

56 

40-2-180 

6.  20 

3-98 

1-42 

3-i6 

4.44 

15-47 

14.  12 

17.09 

12.70 

14.84 

57 

40-4-180 

4-33 

2.71 

2.63 

i  .96 

2.91 

21.51 

I9.50 

22.74 

19-54 

20.82 

58 

40-6-180 

2.52 

1-33 

2.14 

0.98 

i-74 

27.20 

23.00 

27-79 

26.58 

26.  14 

59 

40-8-180 

2.61 

L33 

i-75 

1.03 

1.68 

35.98 

32.48 

35.51 

35-33 

34.80 

60 

40-10-180 

.40 

1.70 

•50 

.90 

.87 

42.00 

41.90 

41  .80 

44.70 

42.60 

61 

50-2-180 

5.8i 

3-92 

4.04 

3.48 

4-30 

16.94 

13.25 

17.00 

13-53 

15.17 

62 

50-4-180 

4.12 

2-58 

2.98 

2.  19 

2.94 

22.25 

18.89 

23.70 

19.70 

21.13 

63 

50-6-180 

3-33 

1.91 

2.16 

1-58 

2.24 

29-75 

27.50 

30-33 

28.91 

29.  12 

64 

50-8-180 

i  .00 

I.  00 

.90 

.70 

.90 

37-00 

31.00 

36.10 

36.70 

35-20 

65 

60-4-180 

.70 

1.50 

i  .60 

1-50 

1.32 

27.80 

30.00 

3O.OO 

25.00 

28.20 

66 

60-6-180 

i  .00 

i  .60 

i  .  20 

•50 

1.07 

35-00 

30.90 

39  .  20 

32.  20 

34-35 

67 

20-4-160 

2-59 

2.69 

1.92 

1-85 

2.  26 

20.90 

16.04 

20.21 

18.42 

18.89 

$8 

2O—6—l6o 

i-53 

i  .60 

1.28 

.84 

i-33 

28.10 

21  .60 

26.6O 

26.30 

25-65 

69 

20-8-160 

2.  27 

1.41 

1.61 

I-I3 

i   58 

35-i6 

3L05 

34.38 

33-55    33-50 

7° 

2O-IO-l6o 

.OO 

i  .40 

-50 

.80 

.67 

42.50 

35-10 

38.20 

43-9° 

39-92 

7i 

30-4-160 

3-04 

2.92 

2.28 

1-85 

2.52 

17.80 

15-92 

19.  II 

18.54 

17.84 

72 

30-6-160 

1.86 

1.79 

1.50 

I  .  2O 

i-59 

26.78 

22.52 

26.55 

26.84 

25-67 

73 

30-8-160 

2.21 

i  .40 

i.55 

I  .20 

i-59 

34-29 

30.96 

33-34 

33-66 

33-06 

74 

30-10-160 

T  .OO 

i  .00 

I  .  IO 

I  .00 

i  .02 

43-90 

41.50 

41  .60 

46.20 

43-30 

75 

30-12-160 

.60 

.80 

.80 

I  .OO 

.80 

47-30 

40-30 

46.20 

53-40 

46.80 

76 

40-4-160 

3.80 

2.63 

i  .60 

I-5I 

2-43 

20.59 

18.97 

19.82 

19-05 

19.62 

77 

40-6-160 

2.24 

1.58 

I  .  21 

0-73 

i-43 

26-37- 

23-54 

26.90 

27.62 

26.  ii 

78 

40-8-160 

2.30 

i  .90 

I  .60 

i  .00 

1.70 

35-20 

33-4° 

34-6o 

36.00 

34-80 

79 

40-10-160 

I  .00 

I  .  10 

0.60 

.80 

.87 

41.70 

35-30 

38-50 

43-40 

39-72 

80 

50-4-160 

3.20 

2.68 

I.78 

i-57 

2.30 

19.94 

15.68 

22.  14 

19.85 

19.40 

81 

50-6-160 

2.01 

i-37 

0.86 

0.61 

I  .21 

29.97 

25-54 

29.07 

27.67 

28.06 

82 

50-8-160 

.90 

.80 

.90 

.60 

.80 

35-4° 

34-00 

36.40 

35-20 

35-25 

83 

60-4-160 

.90 

2.50 

I  .  IO 

2.00 

1.62 

27.00 

24.50 

28.30 

25.00 

26.20 

84 

60-6-160 

I  .OO 

i  .00 

i  .00 

.90 

•97 

30.60 

28.40 

3I.50 

3I-50 

30.50 

85 

20-4-120    13.40 

3-20 

3-20 

I  .90 

2.92 

19.70 

15-90 

19.30 

16.90 

17-95 

86 

20-8-120 

I.47 

1.32 

.98 

-65 

I  .  10 

36.24 

28.80 

33.65 

34.80 

33-37 

87 

2O-I2-I2O 

•85 

.90 

.87 

.62 

.81 

51-65 

43-52 

48.90 

50-70 

48.69 

88 

30-4-120 

3-88 

3-14 

3-28 

2.42 

3-i8 

18.26 

16.07 

18.85 

17-33 

17.62 

89 

30-8-120 

1.69 

1.61 

i-57 

1.09 

1.49 

35-19 

29.21 

33-07 

33-69 

32.79 

90 

3O-I4-I2O 

.70 

.  20 

.40 

.OO 

.  IO 

58.20 

51.40 

56.00 

59-40 

56-25 

9i 

4O-4-I2O 

4.00 

2-94 

2-51 

2.  II 

2.89 

18.96 

16.51 

19-37 

16.  ii 

17-74 

92 

40-8-120 

1.50 

i.  80 

i  .20 

I  .00 

1  .40 

35-6o 

31.40 

34-70 

35-30 

34-25 

93 

4O-I2-I20 

.78 

•65 

.69 

.21 

.56 

51-50 

45.20 

51.20 

52.00 

49-97 

94 

50-4-120 

3-83 

2.80 

0-95 

1.87 

2.36 

21  .  IO 

17.80 

18.80 

18.70 

19.  10 

95 

50-8-120 

2.70 

i  .60 

.70 

.90 

1.47 

37-20 

32.10 

36.40 

36.70 

35-60 

96 

50-11-120 

•  50 

•5« 

-50 

•50 

•  50 

49.00 

40.87 

46.62 

50.25 

46.68 

97 

60-8-120 

i  .00 

I  .  IO 

I  .  IO 

I  .OO 

1.05 

30.00 

28.50 

33-30 

30.00 

30.45 

104 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 
TABLE  14. — Events  oj  the  stroke. 


Designation  of 
tests. 

Indicator  results  —  Events  of  stroke  —  per  cent. 

Release. 

Compression. 

Ll 

0 

1 

Laboratory 
symbol. 

Right  side. 

Left  side. 

Right  side. 

Left  side. 

Average 

* 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

1 

3 

66 

67 

68 

69 

70 

71 

"3 

73 

74 

75 

I 

20-2-240 
2O  —  2  —  2AO 

60.13 

53-25 

60.39 

49-77 

55-88 

27-45 

24.83 

26.88 

23.68 

25.71 

2 

20-4—240 

69.50 

65.80 

68.10 

67.50 

67.70 

21  .70 

20.0O 

22.90 

21  .90 

21  .62 

3 

2O-6-24O 

71  .OO 

67.00 

69.40 

69.20 

70.  10 

31.40 

28.10 

27.70 

29.20 

29.  10 

'JfJ 

20—6—240 

4 

2O-8-24O 

76.00 

71  .OO 

74-50 

73-oc 

73.62 

29.OO 

24.00 

25.00 

26.50 

26.  12 

5 

3O-2-240 
3O  —  2  —  24O 

59.66 

55-21 

6i.73 

56.72 

58.33 

32.87 

29.48 

30.23 

29.44 

30.50 

6 

30-4-240 

62.70 

62.50 

64.60 

63.00 

63.20 

36.50 

34-70 

35-00 

34.00 

35-05 

7 

30-6-240 

63.90 

65-03 

68.67 

69.00 

66.65 

31.87 

32.90 

33-30 

31-43 

32-37 

8 

40-2-240 

58.53 

54-oi 

59-89 

56.34 

57-19 

26.88 

24.51     28.64 

23.98     126.00 

9 

40-4-240 

63.60 

64.80 

62.70 

63.20 

63.60 

38.00 

36  .40    40  .  oo 

38.00      38.10 

10 

40-6-240 

66.OO 

70.50 

72.00 

68.70 

69.30 

39-50 

37-30  40.50 

33-50      37-70 

ii 

5O-2-24O 

63.38 

55-36 

6l  .21 

55-70 

58.91 

31.01 

28.06  31-65 

31.85      30.84 

12 

50-4-240 

69.50 

65.80 

69.40 

57-80 

65.62 

35-00 

29.50  ,34.40 

32.10      32.75 

13 

2O-2-24O 

61.67 

55  -  73 

6i.58_ 

58.02 

59  •  25 

19-50 

16.94 

18.09 

15.30    117.45 

14 

2O-4-22O     68.63 

63.02 

66  .84    66  .  04 

66.13 

14.21 

1  2  .  c;o 

15-50 

12.55 

13-79 

15 

2O-6-220     73.24 

66.49 

71.05    69.47 

70.06 

16.08 

10.95 

13-69 

10.47 

12.79 

16 

20-8-220     76.58 

71  .31 

76.35    71.95    74.04    17.40 

12.51 

15.26 

12.80 

14.49 

17 

30-2-220    6  1  .05 

54-24 

61.44    57.14  158.47     19.87 

I7-50 

I9-52 

16.91 

18.45 

18 

30-4-220     66.62 

59-50 

65-50 

62.41 

63.50    20.79 

16.66 

21.12 

l8.9I 

19-37 

19 

30-6-220 

72.09 

65-37 

71.24 

66.90 

68.90    18.59 

15-79 

18.19 

16.13 

17.17 

20 

3O-8-220 

78.70 

76.00 

74.60 

78.60 

76.97 

29.60 

22.20 

27.50 

28.00 

26.82 

21 

4O-2-22O     61.79 

58.  10  |6i  .70 

56.17 

59-47 

21.37 

18.55 

20.75 

18.08 

19.70 

22 

40-4-220 

65.60 

62.30 

67.60 

62.60 

64.52 

20.20 

18.30 

I9.50 

21.80 

19-95 

23 

40-6-220 

70.20 

69.70 

71  .00 

71  .20 

70.52 

35-50 

30.70 

33-50 

34.00 

33-42 

24 

5O-2-22O 

6  1  -60 

57-63 

61  .60 

56.48 

61.83 

23.11 

20.48 

22  .20 

19.23 

21.25 

25 

5O-4-220 

65.80 

59-70 

66.00 

61  .20 

63-17 

22.50 

17.70 

25.40 

19.60 

21.30 

26 

5O-6-22O 

71  .00 

72  .  10 

75-00 

72.  10 

72.55 

34.10 

33-40 

38.80 

31-50 

34-45 

27 

60-4-2  2O 

70.70 

69.50 

68.40 

68.80 

69-35    44-20    42.50 

42.00 

38.40 

41-77 

28 

60-6-220     74.50 

73-50 

72.20 

74.50 

73.67   136.50  '35-70 

35  •  30 

34-70 

35  •  55 

29 

2O-2-2OO 

6  1  .40 

56.58 

60.48 

56-15 

58.65 

20.27 

18.93 

17-83 

18.30 

18.83 

30 

2O—4—2OO 

65-37 

57-93 

64.44 

58.35 

61  .52 

16.24 

13.76 

16.76 

14.48 

15.31 

31 

2O-6-2OO 

69.  10 

66.30 

70.40 

69.50 

68.82 

31-25 

27.80 

27.80 

27-30 

28.54 

32 

2O-8-2OO 

77.10 

69.40 

75-io 

71.40 

73-25 

16.50 

I4-30 

14.70 

12.50 

14.50 

33 

3O-2-2OO 

60.21 

52.50 

60.15 

54-97 

56-96 

21.60 

17.82 

21.78 

18.22 

19-85 

34 

3O-4-2OO 

62.40 

62.  10 

63-50 

64.00 

63.00 

37-50 

33-90 

34-20 

32.90 

34.62 

35 

30-6-200 

70.59 

64.00 

69.83 

64.09 

67-13 

15.81 

13.18 

14.69 

14.01 

14.42 

36 

3O-8-2OO 

76.20 

72.80 

75-50 

76.00 

75-12 

30.50 

28.00 

27-50 

26.00 

28.00 

37 

4O-2-200 

60.95 

56.44 

60.  16 

57-01 

58.64 

22  .OI 

20.07 

20.68 

18.93 

20.42 

38 

40-4-200 

66.95 

60.50 

64.90 

62.70 

63-76 

30.70 

25.90    29.90 

26.70  128.30 

39 

40-6-200 

72.47 

65.48 

71.44 

67-35 

69-23 

17-37 

13.29 

14.91 

12.25    14.45 

40 

4O-8-2OO 

71.40 

74.90 

71-30 

73.60 

72.80 

29.50 

27.00 

29.40 

31.80 

29-42 

5O-2-2OO 

60.93 

53-51 

63-16 

56.23 

58.45 

25-43 

21.77 

22.55 

22.  17 

22.98 

42 

50-4-200 

64.90 

58.80 

64.40 

58.90 

6i-75 

21  .70 

19.50 

20.90 

17.40 

19.88 

43 

50-6-200 

72  oo 

67.40 

72.30 

66.00 

66.67 

40.00 

33-30 

39-00 

35.10    136.85 

44 

6O-4-2OO 

68.50 

63-30 

69.20 

66.90 

66.97 

45-00 

42.00 

45.70    38.00 

42-67 

45 

6O-6-2OO 

73.00 

71  .  10 

73-00 

72.70 

72.45 

46.50 

34.00 

43  •  70 

35-50 

39.22 

46 

2O-2-I8O 

58.92 

54-64 

57-10 

56.45 

56.78 

43  -53s 

37.64 

39.61 

36.74 

39-33 

47 

20-4—180 

60.47 

57-53 

6i-53 

59.83 

59-84 

33-65 

31.48 

33.23 

33-80 

33-04 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 
TABLE  14.— Events  0}  the  stroke—  Continued. 


105 


Designation  of 
tests. 

Indicator  results  —  Events  of  stroke  —  per  cent. 

Release. 

Compression. 

u,' 

Cl 

n 

Laboratory 

Right  side. 

Left  side. 

Right  side. 

Left  side. 

Average 

I 

symbol. 

Average 

1 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

1 

3 

66 

67 

68 

69 

70 

71 

73 

73 

74 

75 

48 

20-6-180 

69.00 

66.71 

69.60 

68.76 

68.52 

32.07 

27.85 

30.31 

29.91 

30.02 

49 

20-8-180 

73-80 

72.40 

73-00    73.10 

73-07 

28.60 

25.00 

26.OO 

26.OO 

26.40 

50 

20-IO-l8o 

80.00 

74.00 

78.70    81.50 

78.55 

23.60 

21  .40 

24.50 

21.50 

22-75 

5i 

30-2-180 

58.46 

55-42 

57-97    56.70 

57.I4 

44-85 

40.18 

42.26 

41.87 

42.29 

52 

30-4-180 

63.00 

61  .40 

63.77    62.60 

62.69 

37-27 

33-31 

37-45 

34.18 

35-55 

53 

30-6-1  80 

67.06 

66.00 

67.70    66.83 

66.89 

38.06 

30.70 

33-00 

32.13 

33-47 

54 

30-8-180 

72.20 

70.70  ,72.20    71-50 

71.60 

30.15 

29-75 

28.40 

27.05 

28.83 

55 

30-10-180 

79.00 

75-90 

77.10    80.60 

78.15 

26.50 

24.00 

25.00 

25.50 

25-25 

56 

40-2-18.0 

57-55 

57-40 

58.60    57-30 

57-71 

46.47 

37-72 

43-02 

40.  18 

41.85 

57 

40-4-180 

63.50    63.00 

64.48    63.80 

63.69 

42.07 

37.46 

41-37 

36.91 

39-45 

58 

40-6-180 

65-64 

64.25 

67.50    67.86 

66.31 

36.84 

3I-4I 

33-00 

3L78 

33-25 

59 

40-8-180 

72.23 

70-25 

72.84  172.33 

71.91 

30.11 

26.74 

28.08 

29.26 

28.54 

60 

40-10-180 

76.  10 

76.50 

78.00 

8O.2O 

77.70 

28.30 

25.00 

28.00 

26.70 

27.00 

61 

50-2-180 

58.00 

57.46 

57-50 

57.26 

57-55 

45-20 

41-54 

45-37 

43-31 

43.83 

62 

50-4-1  80 

62.62 

63-30 

63-58 

64  .  29 

63-45 

41.88 

38.25 

41.03 

37-00 

39-54 

63 

50-6-180 

67.58 

67.50 

65.33 

68.16 

67.14 

42.66 

38.33 

38-50 

38.25 

39-43 

64 

50-8-180 

76.00 

67.60 

75.00 

73.00 

72.90 

38.60 

27.80 

37-50 

29.  10 

33-25 

65 

60-4-180 

69.  10 

66.60 

71  .60 

70.00 

69.32 

57.80 

50.70 

47.40 

42.40 

49-57 

66 

60-6-180 

73-oo 

72.90 

72  .00 

73.00 

72.72   147.00 

41  .80 

46.60 

34.60 

42.50 

67 

20-4-160 

65-61 

60.21 

65.00 

61.66 

62.97 

19-95 

16.59 

19.40 

16.83 

17-94 

68 

20-6-160 

71  .60 

64.97 

71  .  10 

68.10 

68.94 

I5-50 

I3.50 

15.40 

13-17 

14-39 

69 

2O-8-l6o 

74-08 

7I-30 

73-6i 

73-86 

73-17 

29.77 

24-93 

27-38 

26.08 

27.07 

70 

2O-IO-l6o 

82  .20 

77-30 

81  .40 

82.00 

80.72 

25.80 

22  .OO 

25-20 

22.90 

23-97 

7i 

30-4-160 

66.11 

58.88 

65.26 

62  .71 

63.24 

18.50 

17.07 

19.90 

16.88 

18.09 

72 

30-6-160 

71-73 

65-85 

70.75 

65-85 

68.49 

17.66 

16.16 

17.28 

12.76 

15-96 

73 

30-8-160 

71.42 

JO.  12 

72.44 

71.94 

71.48 

29.31 

27.71 

28.29 

27-42 

28.18 

74 

30-10-160 

76.30 

74.60 

78.00 

75-10 

76.00 

33-30 

23.90 

25-30 

26.70 

27.30 

75 

30-12-160 

86.10 

81.80 

83.00 

82.60 

83.37 

24.00 

20.60 

24.40 

20.80 

22.45 

76 

40-4-160 

62.96 

56.74 

63-56 

58-63 

60.76 

22.65 

19.26 

19.17 

16.  10 

19.44 

77 

40-6-160 

71-33 

61.44 

71  .  12 

64.90 

67.20 

16.64    13.16 

15-03 

13-25 

14.50 

78 

40-8-16071.30     70.50 

71  .  10 

71.80 

71.17 

30.40 

29.60 

28.00 

29.70 

29.43 

79 

40-10-16081.90     76.70 

80.30 

79-50 

79.60 

23.00 

28.50 

26.80 

24.50 

25-70 

80 

50-4-16065.12    59-43 

68.35 

62.35 

63-38 

18.81 

16.31 

21.78 

18.14 

18.76 

81 

50-6-160 

71-25 

59-77 

69.  ii 

62.34 

65-62 

17-63 

15-17 

16.90 

13-53 

15-81 

82 

50-8-160 

78.90 

67.00 

70.50 

73-10 

72.37 

39.10 

28.10 

30.80 

28.80 

31-70 

83 

60-4-160 

64.00 

67-50 

67.00 

69.00 

66.87 

42.00 

38.00 

41.90 

34.60 

39.12 

84 

60-6-160  69.00 

70.30 

74-30 

74.60 

72.05 

45.60  (38.00 

42  .60 

34-50 

40.17 

85 

20-4-120 

64.80 

55-80 

65.10 

58.90 

61.15 

19.70 

16.30 

19.  10 

16.  10 

17.80 

86 

2O-8-I2O 

75-76 

68.60 

75-21 

71.70 

72.81 

I7-50 

14.  12 

16.03 

11.65 

14.82 

87 

2O-I2-I2O 

84.22 

77-15 

82.32 

79.90 

80.89 

15-35 

10.57 

ii  .90 

10.90 

12.  18 

88 

30-4-120 

65-38 

58.85    63.64 

57-40 

61.31 

20.59 

17.90 

!9-59 

15-83 

18.47 

89 

3O-8-I2O 

76.54 

67.61    75-09 

70.54 

72.44 

18.40 

13-35 

17.90 

14-59 

16.03 

90 

30-14-120  87.  10 

81.10    86.00 

83.40 

84.40 

10.70 

9-50 

9.62 

9.08 

9.72 

9i 

40-4-120.64.68 

56.27    64.12 

57-21 

60.57 

21  .  21 

25-24 

20.63 

15-43 

18.13 

92 

40-8-120  75.  10 

69.10  175.10 

69.20 

72.  12 

15.80 

14.60 

15-90 

14.80 

15-27 

93 

4O-I2-I2O  84.20 

73.40  182.80 

79-30 

79.92 

13.60 

II  .  IO 

12.10 

10.30 

11.77 

94 

5O-4-I2O  66.80 

58.20 

66.20 

58.50 

62.25 

2O.9O 

18.20 

I9.2O 

18.37 

19.  16 

95 

50-8-I2O  76.50 

68.50 

75-70 

69.00 

72.42 

18.50 

17.90 

I5.90 

16.30 

17.^5 

96 

50-11-120  82  .87 

77.62 

83.62 

81.12 

81.30 

I4.OO 

12.62 

10.75 

13.12 

12  .62 

97 

60-8-120 

77-So 

76.50 

76.50 

76.50 

76.82 

32.80 

31  .00 

25.00 

28.30 

29.27 

IO6  HIGH   STEAM-PRESSURES    IN    LOCOMOTIVE    SERVICE. 

TABLE  15. — Pressures  from  indicator-cards. 


Designation  of 
tests. 

Indicator  results  —  Pressure  above  atmosphere. 

Initial. 

At  cut-off. 

b 

£ 

Laboratory 
symbol. 

Right  side. 

Left  side. 

Right  side. 

Left  side. 

3 

Average 

Average 

K 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

II.  K. 

C.  E. 

H.  E. 

C.  E. 

1 

a 

76 

77 

18 

79 

80 

81 

8i 

83 

84 

85 

I 
la 

20-2-240 

2O  —  2  —  2AO 

225-5 

218.8 

228    I 

214.2 

221  .6 

156.3 

185-8 

165.2 

163-3 

167.6 

20-4-240 

228.2 

227.  I 

218.7 

223.8 

224.4 

183.4 

192.4 

170.4 

179.6 

181.5 

3 

2O-6-24O 

226.5 

225.6 

213.9 

218.7 

2212 

167.0 

183.4 

165.0 

175.6 

172.7 

•ja 

20—6—240 

o 

4 

2O-8-24O 

223.5 

22O.O 

220.5 

228.6 

223.0 

iSo.O 

186.0 

169.5 

186.0 

180.4 

5 

Cfl 

30-2-240 
1O—  2—  'MO 

229.5 

235-3 

224.6 

234.0 

230.8 

150.8 

161.5 

136.8 

162.3 

152.8 

O** 

6 

v}v-'    *•     ^-i^^-f 
30-4-240 

233  •  ° 

228.0 

224.0 

213.0 

224.O 

155-0 

157.0 

I5I.O 

151.6 

153.6 

7 

30-6-240 

224.7 

218.0 

215.0 

217.0 

218.7 

I5I.7 

162.3 

152.7 

151.0 

!54-4 

8 

4O-2-24O 

234-9 

234.8 

222.4 

205.4 

224.3 

135-7 

I5I-9 

135-4 

136.0 

139-7 

9 

40-4-240 

239.0 

236.0 

227  .O 

221  .O 

230.7 

147.0 

147-3 

137-5 

135-0 

141.7 

10 

40—6—240 

215.0 

212  .O 

207.0 

200.  O 

208.5 

134.0 

129.0 

124.0 

123.0 

127.5 

1  1 

50-2-240 

242.3 

245-1 

239.6 

227.8 

238.7 

123.3 

144.1 

126.  I 

127.0 

130.1 

12 

50-4-240 

235.0 

231  .0 

225.0 

212.  O 

225-7 

165.0 

I2O.O 

130.0 

112.  O 

131-7 

13 

2O-2-22O 

209.7 

2O7  .2 

2OI  .9-    2O2-7 

205-3 

I5I-3 

163.3   |i45-6 

160.5 

I55-I 

»4 

2O-4-22O 

205  -  5 

212.5 

190.7     '204.2 

203.2 

156.1 

168.6   1145.0 

166.5 

159.0 

15 

2O-6-22O 

208.3 

2O6.  2 

l8l.5      2O2.O 

197.0 

156.3 

169.1     146.8 

165.5 

159-4 

16 

2O-8-22O 

215.2 

2O9.2 

189.2      I&5.5 

199.8 

166.0 

166.0 

152.5 

170.3 

163-7 

17 

30-2-220 

209.5 

207.4 

205.5      I96.I 

204.6 

I5I.I 

153-9 

142  .  I 

147.2 

148.6 

18 

3O-4-22O 

2IO.  I 

2O4.O 

I99.O      189.6 

2OO.7 

140.7 

151.0 

'39-1 

144.9 

143-9 

19 

30-6-2  20 

2II-3 

203.1 

191.7      igO.I 

199.0 

144.0 

155-9    135-8 

I47.9 

H5-9 

20 

30-8-220 

213.0 

2OO.O 

196.0     2OO.O 

2O2.  2 

I5I.O 

152.0 

142  .0 

152.0 

149.2 

21 

4O-2-22O 

219.2 

218.8 

214.6     204.3 

214-3 

130.5 

142.2 

128.7 

I32.I 

133-3 

22 

40-4-220 

218.3 

201  .6 

205.8      200.0 

206.4 

135-8 

136-6 

i3i-3 

125.8 

132-4 

23 

4O-6-22O 

2IO.O 

195.0 

2OO.O      195.0 

2OO.O 

132.0 

"5-5 

112.5 

144-5 

126.0 

24 

5O-2-22O 

221  .7 

219.8 

218.3 

205.1 

2l6.2 

II5.I 

129.8 

117.2 

126.  I 

122.  0 

25 

50-4-220 

217.6 

216.6 

211  .O 

2OO.O 

2II.3 

II8-3 

136.0 

113.0 

Iig.O 

121  .6 

26 

50-6-220 

213.0 

205.0 

200.0 

I98.O 

204.0 

112.  O 

IIO.O 

97.0 

112  .O 

lO?.? 

27 

6O-4-22O 

215.0 

207.0 

205-0 

195-0 

205.5 

92  .O 

107.0 

80.0 

95-0 

93-5 

28 

6O-6-22O 

2IO.O    '200.0 

2OO.O 

193.0 

200.  7 

92.O 

IOO.O 

IOO.O 

108.0 

IOO.O 

29 

2O-2-2OO 

192.9 

190.8 

180.7 

183.8      187.0 

141  .  I 

154-1 

143-9 

147-7 

146.7 

30 

2O-4-2OO 

183.9 

186.8 

177-5 

177.7       182.7 

132.6 

145.3 

127.4 

140.6 

136.5 

31 

2O-6-2OO 

I94.I 

185.4 

184.0 

184.8      187.0 

I39-I 

149.3 

135-5 

141.9 

141.4 

32 

2O-8-2OO 

195-5 

189.  1 

165.5 

152.5      173.4 

142.8 

156.5 

132.2 

152.0 

155-8 

33 

3O-2-2OO 

188-3 

187.0 

180.5 

176.5      I83.I 

123.8 

140.5 

117.9 

128.1 

127.6 

34 

30-4-200 

194.0 

186.6 

187.0 

iSl.O      I87.I 

I26.O 

134.6 

125.2 

128.6 

128.6 

35 

3O-6-2OO 

I9O.6 

180.5 

177.6 

I79.I       lSl-9 

127-5 

131.81 

119.0 

131.0 

127.3 

36 

3O-8-2OO 

2OO.O 

188.0 

185.0 

190.0      190.7 

133-0 

145.0 

130.0 

150.0 

!39-5 

37 

4O-2-2OO 

2O2.  I 

193-4 

I9L3 

igi  .O 

194.4 

126.3 

126.6 

124.8 

120.9 

124.6 

38 

4O-4-2OO 

198.7 

191-5 

189.0 

1  88.  6 

191.9 

I2I.3 

124.6 

115.8 

116.9 

119.6 

39 

40-6-200 

185.4 

184.6 

172  .2 

178.1 

180.1 

II4.9 

135.9 

i  ii  .6 

123.1 

118.9 

40 

4O-8-2OO 

191  .0 

182.0 

183.0 

183.0 

184.7 

125.0 

135-0 

125.0 

127  .0 

128.0 

4i 

5O-2-2OO 

205.2 

206.7 

207.5 

193.0 

203.1 

112.  8 

126.  1 

in.  3 

120.5 

117.7 

42 

5O-4-2OO 

I94.I 

194.6 

190.8 

180.6 

190.0 

99-4 

in  .6 

98.4 

107.7 

104.3 

43 

5O-6-2OO 

195-0 

184.0 

184.0 

184.0 

186.7 

94-0 

99-o 

87.0 

IOO.O 

95-0 

44 

6O-4-2OO 

198.0 

185.0 

185.0 

i?5-o 

180.7 

83.0 

85.0 

75-0 

77-0 

80.0 

45 

6O-6-2OO 

186.0 

171  .0 

183.0 

171  .0 

177-7 

84.0 

96.0 

84.0 

99-0 

90.7 

46 

2O-2-I8O 

177-3 

171  .0 

173-3 

177-3 

174.8 

"7-> 

128.3 

12-5.8 

133-7 

126.3 

47 

20-4-180 

I7L5 

168.5 

167.7 

171.2 

169.7 

117.6 

125.4 

123.7 

!3»-3 

124.5 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE. 
TABLE  15. — Pressures  from  indicator-cards — Continued. 


107 


Designation  of 
tests. 

Indicator  results  —  Pressure  above  atmosphere. 

Initial. 

At  cut-off. 

u 

I 
n 

Laboratory 

Right  side. 

Left  side. 

Right  side. 

Left  side. 

| 

symbol. 

. 

. 

• 

1 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

Average 

1 

2 

76 

77 

78 

19 

80 

81 

82 

83 

84 

85 

48 

2O-6-I8O 

169.  I 

164.5 

167.3 

170.8 

167.9 

121.  8 

129.9 

H9-5 

132.8 

125-9 

49 

20-8-l8o 

I73-0 

166.0 

166.9 

173.2 

169.7 

126.  2 

130.8 

126.7 

134-5 

129.5 

5° 

2O-IO-I8O 

I73-0 

170.0 

167.0 

178.0 

172.0 

I29.O 

147.0 

137-0 

I5I.O 

141  .O 

51 

30-2-180 

175-5 

170.9 

178.0 

174.6 

174-7 

"5-9 

124.4 

117.2 

121  .O 

119.6 

52 

30-4-180 

172.4 

168.8 

178.3 

157-2 

169.2 

111.5 

120.8 

"5-7 

109.4 

114.4 

53 

30-6-180 

162.8 

157-4 

164.8 

154-7 

159-9 

104.3 

109.7 

108.8 

IOO.O 

105.7 

54 

30-8-180 

172.2 

166.1 

168.5 

167.9 

168.8 

"3-3 

123.8 

"5-3 

125.5 

"9-5 

55 

30-10-180 

174.0 

169.0 

170.0 

177.0 

172.5 

118.0 

132.0 

122.0 

140.0 

128.0 

56 

4O-2-l8o 

188.5 

175-3 

184.2 

179-0 

181.7 

101  .6 

in  .6 

IOO-4 

1  06.0 

104.9 

57 

40-4-180 

169.9 

167.7 

176.2 

173.6 

171.8 

101  .4 

106.  i 

IOI  .4 

IO2.  2 

102.7 

58 

40-6-180 

174.2 

168.8 

173-4 

173-3 

172.4 

107.6 

"4-3 

107.3 

"3-3 

no.  6 

59 

40-8-180 

165.5 

164.3 

164.0 

164.8 

164.6 

103.4 

107  .0 

IO2.  I 

108.7 

105.3 

60 

4O-IO-I8O 

167  .O 

164.0 

163.0 

173.0 

166.7 

1  16.0 

112  .O 

112  .O 

127.0 

116.7 

61 

5O-2-l8o 

193.6 

187.2 

I9I-3 

188.4 

190.  I 

90.8 

103.7 

95-i 

97-6 

96.7 

62 

50-4-180 

185.4 

177-4 

185-5 

180.8 

182.3 

90.0 

99-5 

89.0 

98.0 

94.1 

63 

50-6-l8o 

176.0 

172.6 

175-5 

176.  I 

175-0 

88.3 

93-6 

86.5 

94-6 

90.8 

64 

50-8-180 

162.0 

164.0 

159-0 

166.0 

162.7 

95-o 

IO2.O 

97.0 

105.0 

99-7 

65 

60-4-180 

177-0 

168.0 

167.0 

163.0 

168.7 

69.0 

57-0 

64.0 

77-0 

66.7 

66 

6o-6-l8o!I72  .O 

162  .0 

161  .0 

158.0 

163.2 

72  o 

74.0 

77-o 

83.0 

76.5 

6? 

20—4—160 

153-8 

150.6 

145-8 

149.8 

150.0 

108.9 

121.5 

107.7 

118.3 

114.1 

68 

2O-6-I6O 

155    2 

154-9 

147.8 

150.9 

152.2 

in  .6 

128.2 

113.0 

123-4 

119.  i 

69 

2O-8-I6O 

H4-3 

147.6 

147.8 

I5I-4 

I47.8 

110.4 

in.  8 

no.  8 

118.3 

112.  8 

70 

20-IO-l6o 

154.0 

151.0 

150.0 

158.4 

!53-3 

125.0 

132.0 

129.0 

136.0 

130.5 

7i 

30-4-160 

159.0 

150.7 

I5I-5 

147.2 

152   i 

107.9 

112  .  2 

102.3 

106.8 

107.3 

72 

30-6-160 

155-2 

146.7 

148.8 

147.6 

149.6 

102.5 

IIO-9 

97-7 

108.0 

104.8 

73 

30-8-l6o 

158.3 

152.6 

152.9 

153-9 

J54-4 

101  .7 

IO7.O 

103.6 

107.0 

104.8 

74 

30-IO-l6o 

159.0 

154.0 

154.0 

160.0 

156.7 

IOI  .O 

105.0 

104.0 

107.0 

104.2 

75 

3O-I2-l6o 

152.0 

154-0 

150.0 

158.0 

153-5 

I2O.O 

I26.O 

114.0 

121  .O 

I2O.  2 

76 

40-4-160 

155-6 

156.4 

149.9 

154-4 

I54-I 

90-5 

96.7 

85-2 

99-4 

90.3 

77 

40-6-160 

151-3 

153-3 

148.7 

I53-I 

I5I-7 

92.6 

IO2.6 

86.2 

IOO.O 

95-3 

78 

40-8-160 

151.1 

151-8 

150.8 

152.0 

I5i-4 

89.2 

93-7 

9i-3 

95-4 

92.4 

79 

4O-IO-I6O 

148.0 

149.0 

144.0 

152.0 

148.2 

102.  0 

113.0 

107.0 

113.0 

108.7 

80 

50-4-160 

165.0 

163-9 

160.7 

160.0 

162.4 

82.7 

100.4 

77-0 

9i-3 

87.8 

81 

50-6-l6o 

150.0 

152.0 

145-3 

149.7 

149.2 

76.1 

90.9 

73-3 

9i-3 

82.9 

82 

5O-8-I6O 

145.0 

147.0 

140.0 

146.0 

144-5 

89.0 

83.0 

83.0 

95-0 

87.5 

83 

60-4-160 

160.0 

150.0 

151.0 

152.0 

153-2 

61  .0 

61  .0 

57-0 

66.0 

61.2 

84 

6o-6-l6o 

160.0 

146.0 

144.0 

144-0 

148.5 

74-0 

68.0 

71.0 

76.0 

72.2 

85 

20-4-120 

115.0 

112.5 

109.4 

112.  2 

112.7 

79-7 

85-4 

78.5 

84.2 

81.9 

86 

2O-8-I2O 

"4-3 

111.3 

108.5 

III  .O 

III  .  2 

81.0 

86.8 

81.0 

87.7 

84.1 

87 

2O—  1  2-1  2O 

109.9 

111.4 

109.  i 

III.  5 

II0.5 

89.8 

93-9 

89.2 

98.5 

92.9 

88 

30-4-120 

"9-3 

112.  6 

113.6 

112.  I 

II4.4 

73-9 

80.4 

72.4 

77-7 

76.1 

89 

30-8-120 

115.0 

in.  7 

111.3 

IO9.6 

III-9 

71.4 

79-2 

72-3 

80.6 

75-9 

90 

3O-I4-I2O 

104.0 

108.2 

IO2  .9 

103.2 

104.5 

84-3 

87.5 

84-3 

90.2 

86.5 

9i 

40-4-120 

"8.5 

118.2 

II7.8 

IlS.O 

118.2 

66.6 

74-2 

65-6 

74-3 

70.2 

92 

40-8-120 

in  .9 

112.  6 

107.4 

106.3 

109.5 

64.8 

70.0 

63-6 

73-0 

67.8 

93 

40-12-120 

105.8 

"3-4 

IO7.  I 

104.  I 

107.6 

71.6 

82.1 

69-5 

81.2 

76.1 

94 

50-4-120 

H5-6 

125-9 

121  .  I 

122-5 

121.3 

58.0 

68.5 

55-3 

65.0 

61.6 

95 

5O-8-I2O 

116.9 

113.0 

109.2 

109.8 

112  .2 

64-3 

66.9 

58.6 

68.4 

64-5 

96 

5O-II-I2O 

103.5 

97-7 

95-0 

99-5 

98.9 

62.7 

67-7 

63.2 

69-5 

65-8 

97 

60-8-120 

115.0 

106.0 

106.0 

104.0 

107.7 

68.0 

62.0 

62.0 

72.0 

66.0 

io8 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


TABLE  1 6. — Pressures  from  indicator-cards. 


Designation  of 

Indicator  results  —  Pressure  above  atmosphere. 

tests. 

At  release. 

At  compression. 

jj 

Laboratory 

Right  side. 

Left  side. 

Right  side. 

Left  side. 

symbol. 

. 

. 

H.E. 

C.  E. 

H.E. 

C.  E. 

Average 

H.E. 

C.  E. 

H.E. 

C.E. 

Average 

1 

2 

86 

87 

88 

89 

90 

91 

92 

93 

94 

95 

I 

T/T. 

20-2-240 
2O~  2  —  24-O 

52-5 

56.8 

46.  I 

50.4 

51-4 

I7.8 

iS.o 

18.5 

19.6 

18.5 

J.  I* 

2 

20-4-240 

57-3 

59-6 

58.0 

56.7 

57-9 

19.7 

21.6 

18.6 

18.2 

19.5 

3 

20-6-240 

75-0 

73-7 

68.1 

76.1 

72.6 

9.2 

10.  I 

9.6 

10.7 

9-9 

in 

20—  6  —  240 

6U 

4 

20-8-240 

82.5 

82.5 

81.0 

87.0 

83.2 

7-5 

12.0 

7-5 

10.5 

9.4 

5 

30-2-240 

T.Q  —  2  —  240 

44.8 

51-6 

44-5 

53-0 

48.4 

16.9 

19-3 

18.8 

27.1 

20.5 

6 

30-4-240 

53-0 

55-5 

54-° 

53-6 

54-° 

12.4 

13-6 

13.0 

14.4 

15.8 

7 

30-6-240 

65-3 

65-0 

61.3 

60.7 

63-1 

10.3 

ii  .3 

IO.O 

11.7 

10.8 

8 

40-2-240 

41.2 

46.4 

40.9 

40.4 

42.2 

26.0 

27.8 

22.8 

27-3 

25-9 

9 

40-4-240 

47-7 

53-o 

50-7 

50.0 

50.3 

13-9 

14.8 

I2.4 

14.8 

13-5 

10 

40-6-240 

57-0 

54-o 

50.0 

53-0 

53-5 

16.0 

18.0 

13.0 

16.0 

15-7 

ii 

50-2-240 

33-3 

45-3 

35-0 

36-6 

37-5 

21.3 

27-3 

22.5 

20.5 

22.9 

12 

50-4-240 

40.0 

40.0 

43-o 

40.0 

40-7 

22  .O 

21  .O 

18.0 

20.  o 

2O.  2 

13 

2O-2-22O 

44-3 

47-3 

42-3 

44-9 

44-7 

27.4 

31-6 

29.6 

33-3 

30.4 

14 

20-4-220 

49-3 

47-6 

55-4 

51-6 

36.0 

37-5 

28.5 

37-3 

34-8 

15 

2O-6-22O 

61  .4 

66^5 

56-9 

70.0 

63-7 

26.9 

41  .6 

27-7 

37-4 

33-4 

16 

2O-8-22O 

81.7 

78.0 

74-2 

86.3 

80.0 

24.0 

28.1 

21.7 

26.6 

25-1 

17 

3O-2-22O 

37-2 

43-0 

35-9 

40.2 

39-i 

32-7 

34-5 

30-4 

36-1 

33-4 

18 

30-4-220 

47-9 

51  .  i 

46.6 

50.1 

48.9 

26.3 

34-0 

25-1 

28.8 

28.6 

19 

3O-6-22O 

54-7 

60.5 

52-9 

61.5 

57-4 

28.0 

36-7 

27-4 

32.1 

31.0 

20 

30-8-220 

70.0 

68.0 

67.0 

70.0 

68.7 

15.0 

15-0 

12.  O 

14.0 

14.0 

21 

4O-2—22O 

33-7 

37-0 

35-7 

34-2 

35-i 

34-2 

35-7 

35-2 

35-2 

35-i 

22 

40-4-220 

44-6 

43-3 

40.0 

44-6 

43-i 

34-8 

35-6 

33-5 

27.6 

32-9 

23 

4O-6-22O 

55-5 

52-5 

51.0 

53-0 

53-0 

15.0 

16.5 

13-5 

15.0 

15.0 

24 

5O-2-22O 

26.4 

33-7 

29.  i 

31.2 

30.1 

30.6 

36.4 

32-7 

35-7 

33-8 

25 

50-4-220 

39-0 

43-0 

38.0 

42-7 

40.6 

31  .7 

41  .0 

32-3 

37-o 

35  5 

26 

50-6-220 

51-0 

45-0 

44-0 

47-0 

46.7 

20.  o 

19.0 

12.  O 

17.0 

17.0 

27 

60-4-220 

35-o 

33-0 

35-0 

38.0 

35-2 

14.0 

15.0 

12.  0 

16.0 

14.2 

28 

60-6-220 

47-0 

41  .0 

46.0 

48.0 

45-5 

24.0 

21  .0 

2O.  O 

22  .O 

21  .7 

29 

2O-2-2OO 

38-6 

42.6 

38-1 

41  .0 

39-9 

25.2 

27.0 

29.4 

25.2 

26.8 

30 

20-4-200 

43-2 

50.4 

45-0 

49.1 

46.9 

29.  i 

35-7 

25-3 

29.0 

29.8 

31 

2O-6-2OO 

58.7 

57-5 

58-6 

59-7 

58.6 

7-4 

10.3 

7-3 

IO.2 

8.8 

32 

2O-8-2OO 

69.8 

71.8 

65.2 

78.7 

71.4 

22.4 

26.3 

20.3 

25-9 

23-7 

33 

3O-2-2OO 

32.0 

39-5 

33-4 

35-3 

35-0 

28.4 

34-3 

27-5 

29.9 

30-0 

34 

3O-4-2OO 

42.0 

44-o 

42.8 

41  .6 

47-6 

9-4 

ii  .0 

9-8 

II  .O 

10.3 

35 

30-6-200 

48-5 

51-6 

46.2 

56.2 

50.6 

31.6 

35-5 

32.4 

35-2 

33-7 

36 

3O-8-2OO 

64.0 

63.0 

57-0 

70.0 

63-5 

14.0 

16.0 

IO.O 

18.0 

14-5 

37 

4O-2-2OO 

29.4 

33-5 

28.8 

30.6 

30.6 

32-3 

31  .9 

3i-5 

34-5 

32-5 

38 

40—4—200 

38.7 

40-3 

34-6 

37-9 

37-9 

18.3 

21-5 

17.2 

20.3 

19-3 

39 

40-6-200 

42.5 

51  .2 

40.6 

52.9 

46.8 

36.8 

46.8 

35-9 

46.2 

41.4 

40 

40-8-20O 

63.0 

57-0 

57-o 

64.0 

60.2 

20.  O 

20.  O 

16.0 

18.0 

18.5 

5O-2-2OO 

26.8 

30.4 

26.6 

27.9 

27.9 

26.5 

29-7 

31-8 

32-0 

30.0 

42 

50-4-200 

30.7 

37-7 

34-4 

34-7 

34-3 

34-o 

33-9 

32-2 

37-7 

34-4 

43 

50-6-200 

45-o 

43-0 

40.0 

48.0 

44-0 

14.0 

15.0 

IO.O 

16  .0 

13-7 

44 

60-4-200 

31.0 

32.0 

30.0 

32.0 

31.2 

ii  .0 

12.  O 

IO.O 

13.0 

"•5 

45 

6O-6-2OO 

39-0 

31.0 

39-0 

34-0 

35-7 

15.0 

18.0 

12.0 

16.5 

15-4 

46 

20-2-180 

38.3 

39-5 

39.1 

39-9 

39-2 

5^5 

6.6 

6.6 

7-6 

6.6 

47 

2O-4-I8O 

43-2 

43-5 

43-4 

44-4 

43-6 

7-5 

7-7 

7-6 

7-9 

7-7 

HIGH   STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 
TABLE  16. — Pressures  from  indicator-cards — Continued. 


109 


Designation  of 
tests. 

Indicator  results  —  Pressure  above  atmosphere. 

At  release. 

At  compression. 

1 

Laboratory 
tsymbol  . 

Right  side. 

Left  side. 

Right  side. 

Left  side. 

53 

AVGr3.gc 

Average 

£ 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

1 

3 

86 

87 

88 

89 

90 

91 

93 

93 

94 

95 

48 

20-6-l8o 

50.2 

50.0 

50.3 

55-4 

51-4 

6.8 

8-3 

7-7 

8.1 

7-7 

49 

20-8-l8o 

60.6 

57-8 

6l.I 

68.0 

6l.8 

6-7 

7-i 

6.6 

8.0 

7-i 

50 

20-IO-l8o 

70.0 

70.0 

68.0 

81.0 

72.2 

7.0 

ii  .0 

7-0 

IO.O 

8.7 

5i 

3O-2-I80 

32.0 

32.2 

32.5 

33-5 

32.5 

6.0 

6-7 

6-9 

7-o 

6.6 

52 

30-4-180 

35-4 

37-3 

41  .6 

38.8 

38.3 

7-6 

9-0 

8.2 

9.6 

8.6 

53 

30-6-180 

40.8 

40.8 

45-3 

40.7 

41.9 

7-4 

6.8 

8.0 

9-o 

7-8 

54 

30-8-180 

54-° 

56.4 

54-7 

60.6 

56.4 

9-i 

10.  I 

9-o 

10.3 

9-6 

55 

30-10-180 

65.0 

64.0 

60.0 

75-0 

66.0 

12.  O 

15.0 

12.0 

15-0 

13-5 

56 

40-2-180 

26.3 

28.1 

29.9 

28.2 

28.1 

8.8 

8-5 

9.1 

9-3 

8.9 

57 

40-4-180 

32.3 

32.4 

35-7 

33-5 

33-4 

8.9 

8.9 

8-5 

10.  I 

9-1 

58 

40-6-180 

42.4 

46.2 

43-2 

46.3 

44-5 

9.8 

"•5 

11.4 

12.2 

II  .  2 

59 

40-8-180 

49-4 

47-5 

49.1 

53-1 

49-7 

16.4 

17.0 

15-1 

I6.7 

I6.3 

60 

40-10-180 

60.0 

60.0 

59-0 

68.0 

61.7 

16.0 

19.0 

16  .0 

20.  O 

17.7 

61 

50-2-180 

23-8 

25.2 

27-5 

26.6 

25-7 

9.41 

9-9 

9-5 

9-5 

9-5 

62 

50-4-180 

29-5 

28.5 

32.6 

30.9 

30.3 

10.5 

10.4 

10.5 

ii.  8 

10.8 

63 

50-6-l8o 

36.8 

35-8 

38.5 

39-3 

37-6 

11  .0 

ii  .0 

12.  O 

12.5 

ii.  6 

64 

50-8-l8o 

42  .0 

44.0 

42.0 

50-0 

44-5 

14.0 

18.0 

13.0 

17.0 

15-5 

65 

60-4-180 

26.0 

22.  O 

24.0 

27.0 

24.7 

8.0 

7-0 

7.0 

IO.O 

8.0 

66 

60-6-180 

32.0 

29.0 

32.0 

36.0 

32.2 

12.  O 

13.0 

8.0 

14.0 

11.7 

67 

20-4-160     35.1 

36.6 

35-2 

39-4 

36.6 

20.6 

26.7 

21  .0 

24.0 

23.1 

68 

2O-6-l6o 

42.5 

47.6 

41.9 

48.0 

45-0 

23.3 

3J-9 

21-3 

25.6 

25-5 

69 

2O-8-l6o 

51-8 

47-7 

52-4 

56-7 

52-1 

5-0 

7-0 

5-5 

7.6 

6-3 

70 

2O-IO-I6O 

62.0 

60.0 

59-0 

73-0 

63-5 

5-0 

7.0 

4.0 

6.0 

5-5 

71 

30-4-160 

28.7 

3i-4 

29.4 

31-9 

30.4 

27.0 

28.6 

25-4 

29-3 

27.6 

72 

30-6-160 

36.2 

38.8 

35-0 

43-3 

38.3 

25.0 

28.6 

22.8 

31-7 

27.0 

73 

30-8-160 

46.1 

47-3 

46.3 

53-4 

48.3 

10.5 

ii  .  i 

9-i 

ii.  i 

10.4 

74 

30-10-160 

54-° 

57-o 

54-o 

64.0 

57-2 

8.0 

13.0 

IO.O 

IO.O 

IO.  2 

75 

30-12-160    61.0 

62.0 

62.0 

76.0 

65.2 

ii  .0 

14.0 

IO.O 

14.0 

12.2 

76 

40-4-160    26.4 

32.5 

24-5 

32.6 

28.9 

24-5 

31.2 

26.3 

35-i 

29.  I 

77 

40-6-160    30.9 

38.3 

30-5 

41.1 

35-2 

34-5 

42.6 

31.4 

39-6 

37-0 

78 

40-8-160    40.6 

43-8 

43-1 

47-5 

43-7 

13-4 

13-5 

13.4 

15-3 

13-9 

79 

40-10-160    48.0 

51-0 

50.0 

60.0 

52.2 

16.0 

15-0 

12.  0 

16.0 

14.7 

80 

50-4-160    22.7 

26.  2 

23-3 

27.7 

25.0 

31.2 

39-7 

28.0 

33-2 

33-0 

81 

50-6-160    28.3 

35-8 

28.0 

38.7 

32.7 

33-1 

38-8 

31.2 

42.0 

36.3 

82 

50-8-160 

36.0 

40.0 

40.0 

44.0 

40.0 

12.0 

15-0 

12.  0 

15-0 

13-5 

83 

60-4-160 

23.0 

18.0 

20.  o 

22.  O 

20.7 

9.0 

II.  0 

IO.O 

12.  O 

10.5 

84 

60-6-160 

28.0 

25.0 

26.0 

29.0 

27.0 

IO.O 

IO.O 

8.0 

13.0 

IO.2 

85 

20-4-120 

22.7 

25-1 

21.9 

26.1 

23-9 

21  .  I 

26.5 

21.6 

26.O 

23-8 

86 

20-8-120 

34-8 

35-9 

35-8 

41.2 

36.9 

14.4 

19.8 

15-8 

22.6 

18.2 

87 

2O-I2-I2O 

49-9 

51-0 

50.2 

60.0 

52.8 

15-2 

18.4 

13-7 

16.8 

16.0 

88 

30-4—1  2O 

19.2 

21.7 

18.3 

22.7 

20.5 

23-7 

26.2 

22.0 

28.7 

25-1 

89 

30-8-120 

27.8 

32.6 

28.3 

35-3 

31-0 

I8.3 

25.6 

I6.5 

23-5 

21  .0 

90 

3O-I4-I2O 

52-1 

54-2 

53-2 

61.8 

55-3 

22.8 

25.0 

24.1 

26.3 

24-5 

9i 

40—4—120 

16.4 

20.5 

17.1 

20.3 

18.6 

24-9 

37-1 

25-4 

34-7 

30-5 

92 

40-8-120 

25-4 

28.5 

25-4 

32-8 

28.0 

26.2 

29.2 

21  .2 

25-8 

25.6 

93 

4O-I2-I20 

39-9 

50.6 

40-5 

50.8 

45-4 

27.9 

36.7 

26.5 

33-0 

31.2 

94 

50-4-120 

13-4 

21.  I 

13-8 

18.4 

16.7 

27.6 

34-9 

24-3 

30.1 

29.2 

95 

50-8-120 

29.  i 

26.5 

24-3 

32.8 

28.1 

30.0 

26.7 

27.O 

28.9 

28.1 

96 

50-11-120  133.7 

34-5 

32.0 

40.0 

35-0 

31-5 

32.2 

34-7 

33-0 

32.8 

97 

60-8-120 

21  .O 

19.0 

23.0 

27.0 

22.5 

13.0 

12.  O 

14.0 

13.0 

13.0 

no 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE. 


TABLE  17. — Pressures  from  indicator-cards. 


Designation 
of  tests. 

Indicator  results—  Pressure  above  atmosphere. 

Least  back. 

Mean  effective. 

b 

£ 

Laboratory 
symbol. 

Right  side. 

Left  side. 

Aver- 

Right side. 

Left  side. 

Average. 

I 
^ 

age. 

fe 

H.E. 

C.  E. 

H.E. 

C.  E. 

H.E. 

C.  E. 

H.  E. 

C.  E. 

i 

2 

96 

97 

98 

99 

100 

101 

1O3 

103 

104 

105 

i 

20-2--240 

3-o 

i-7 

3-2 

2.4 

2.6 

60.75 

6l  .22 

65-69 

53-08 

60.  19 

\a 

2O  —  2  —  2AO 

55  .  so 

52  .07 

61.81 

52  .71 

55-5^ 

2 

20-4-240 

2-3 

2-3 

2.0 

2.6 

2-3 

*jij    *_> 
84.99 

o     *  v  / 
82.15 

82-53 

*J               i    \J 

81  .04 

O  O       v-JO 

82.67 

3 

20-6-240 

2  .O 

3-o 

2.0 

3-o 

2-5 

101  .49 

97-75 

96.27 

100.46 

99-05 

T.Q 

2O—6—24O 

98.46 

94.92 

95-35 

94-  J7 

95.72 

O 

4 

20-8-240 

5-0 

3-0 

I  .0 

5-0 

3-5 

126.60 

113.80 

i  20  .  60 

121  .OO 

120.50 

5 

30-2-240 

3-i 

2.8 

2  .O 

9.6 

4-9 

54-33 

53-10 

53-45 

48-29 

52.29 

^a 

1O—  2—  2AO 

50.84 

51  .  19 

55.63 

47  -53 

51  .30 

ou 
6 

^v^     ^      ^.^.vy 
30-4-240 

I  .0 

2.2 

2.6 

2-3 

2.O 

*J                 T^ 

65.21 

67.80 

67-63 

64.66 

66.36 

7 

3O-6-24O 

3-3 

4-7 

5-0 

6.0 

4-7 

83.66 

82.90 

83-85 

82.06 

83.12 

8 

40-2-240 

2.O 

2.3 

2.  I 

3-6 

2-5 

45-07 

46-85 

46.39 

40.30 

44.64 

9 

4O-4-24O 

3-8 

4.1 

4.0 

3-o 

3-7 

57.26 

64.62 

59-64 

58.75 

60.06 

10 

4O-6-24O 

8.0 

7.0 

6.0 

8.0 

7-2 

68.70 

66.40 

68.50 

65.10 

67.17 

ii 

50-2-240 

2.O 

7.8 

2.5 

4-3 

4.1 

38.92 

43-20 

38-48 

33-79 

38.59 

12 

50-4-240 

5-0 

7-o 

5-0 

6.0 

6.0 

51.70 

57.60 

56.30 

49.20 

53-70 

13 

2O-2-22O 

I  .O 

i-3 

1.4 

-i-.8 

i-3 

55-83 

53-13 

53-6o 

54-54 

54-27 

H 

20-4-220 

2-5 

0.8 

i-5 

2-5 

1.8 

71.67 

71-33 

68.41 

78.17 

72.39 

15 

2O-6-22O 

I  .0 

2-3 

I  .0 

2-3 

1.6 

92.32 

88.00 

85-35 

99.16 

91.23 

16 

20-8-220 

6.8 

3-8 

4.1 

4.0 

4-7 

114.15 

107.62 

108.82 

117.  10 

III  .92 

17 

30-2-220 

1-3 

I  .0 

I  .0 

1.3 

I  .  2 

44.80 

44-96 

45.61 

45-22 

45-15 

18 

3O-4-22O 

2-5 

2-5 

2.5 

2-5 

2-5 

64.50 

60.99 

61.89 

64.  16 

62.88 

19 

3O-6-220 

3-o 

3.5 

a.  4 

4.8 

3-4 

80.39 

76.48 

75-97 

82.84 

78.89 

20 

3O-8-22O 

6.0 

7.0 

6.0 

6.0 

6.2 

IOO.  12 

93-20 

94.04 

100.40 

96.94 

21 

4O-2-22O 

1.4 

i-3 

i  .  i 

i  .  i 

I  .  2 

38.14 

41.41 

40.40 

36.68 

39.16 

£2 

40-4-220 

5-0 

4.8 

4.0 

4-3 

4-5 

55-22 

51-83 

53-50 

54-70 

53-81 

23 

4O-6-22O 

7.0 

7-5 

7-5 

9.0 

7-7 

73-78 

67.41 

70.80 

70.40 

7O.6O 

24 

5O-2-22O 

O.  I 

2-5 

0-9 

i-9 

i-3 

30.96 

33-i6 

32.19 

31-86 

32.04 

25 

50-4-220 

2-3 

3-0 

3-0 

4-7 

3-2 

48.88 

46.68 

48-27 

46.44 

47-56 

26 

50-6-220 

9.0 

9.0 

7.0 

12.  0 

9-2 

65-55 

57-93 

62.23 

61.68 

61.85 

27 

60-4-220 

6.0 

6.0 

5-o 

8.0 

6.2 

44.00 

41-33 

43-65 

44.00 

43-24 

28 

60-6-220 

13.0 

II  .0 

9-0 

13.0 

n-5 

56.40 

52.36 

55-95 

58.09 

55-70 

29 

2O-2-2OO 

i  .0 

1.6 

i  .0 

1.3 

I  .2 

48.09 

46.36 

47-65 

47-39 

47-25 

3° 

20-4-200 

i-9 

2  .O 

i-7 

i-7 

1.8 

58.90 

59-38 

62.49 

63.42 

61.05 

3i 

2O-6-2OO 

I  .0 

i-3 

I  .0 

i-9 

i-3 

79.96 

75-94 

80.82 

80.54 

79-31 

32 

20-8-200 

2  .  2 

4.0 

2-3 

4.1 

3-2 

101  .98 

95-05 

96.66 

106.73 

IOO.  IO 

33 

3O-2-2OO 

2.0 

1.5 

i-5 

1.8 

1-7 

36.87 

37.76 

39-05 

37-85 

37-88 

34 

30-4-200 

I  .0 

1.8 

1.8 

2  .O 

1.6 

50.84 

52.09 

53-02 

50.81 

51-69 

35 

3O-6-2OO 

1.8 

2.  I 

i  .  i 

3-2 

2.0 

71.34 

65.90 

67.00 

71-37 

68.90 

36 

3O-8-200 

7.0 

8.0 

5-0 

9.0 

7.2 

89.10 

83.88 

85.60 

92.74 

87.83 

37 

4O-2-2OO 

I.I 

I  .0 

i  .0 

1,4 

I  .  I 

31.82 

33-95 

32.82 

31.08 

32.42 

38 

40—4—200 

4-5 

3-i 

1.9 

3-9 

3-3 

49-25 

47.98 

47-27 

45-19 

47-42 

39 

4O-6—2OO 

3-9 

5-5 

2-5 

6.0 

4-5 

60.22 

62.65 

58.86 

68.17 

62.47 

40 

4O-8-2OO 

1O.O 

IO.O 

7.0 

II  .0 

9-5 

78.40 

73-19 

75-40 

79.22 

76.55 

4i 

5O-2-2OO 

I.O 

I  .0 

1.4 

i-7 

i-3 

28.59 

28.57 

28.23 

25-89 

27.82 

42 

50-4-200 

3-i 

4-3 

3-3 

5-0 

3-9 

37.73 

39.81 

41  .61 

37-55 

39-18 

43 

5O-6-2OO 

9.0 

6.0 

7.0 

9.0 

7-7 

59-92 

55-8o 

57-13 

55-34 

57-05 

44 

6O-4-2OO 

4.0 

5-0 

5-o 

6.0 

5-0 

37-20 

35-73 

37-69 

36.09 

36.68 

45 

60-6-200 

10.5 

8-5 

9.0 

12.0 

IO.O 

45.12 

43-47 

48.54 

48.95 

46.52 

46 

20-2-180 

0.8 

0.5 

i-3 

i-5 

1  .0 

37-73 

39.80 

41.83 

40-93 

40.42 

47 

20-4-180 

i-5 

i-5 

i-5 

i-5 

i-5 

54.82 

53-42 

57-91 

55-78 

55-48 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE. 
TABLE  1 7. — Pressures  from  indicator-cards — Continued. 


Ill 


Designation 
of  tests. 

Indicator  results  —  Pressure  above  atmosphere. 

Least  back. 

Mean  effective. 

jj 

Laboratory 
symbol. 

Right  side. 

Left  side. 

Aver- 

Right side. 

Left  side. 

Average. 

a 

age. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

l 

3 

96 

97 

98 

99 

1OO 

101 

1O2 

103 

1O4 

105 

48 

2O-6-l8o 

0.2 

O.? 

0-3 

I  .  I 

0.6 

70.  12 

67-37 

71.15 

72.84 

70.65 

49 

20-8-180 

0-5 

1-5 

i-7 

2.0 

1.4 

85.94 

83.18 

86.40 

91-57 

86.77 

50 

2O-IO-l8o 

2.0 

3-0 

2.O 

4.0 

2-7 

102.74 

96-75 

IOO.26 

"5-47 

103.81 

C'? 

30-2-180 

1O—  1  —  T  80 

1.4 

o-9 

I  .2 

i-3 

I  .2 

31.70 

33-91 

A  C      OS 

33-29 

33-17 

33-01 

oz 

53 

,51^—4    i  ou 

30-6-180 

1.6 

3-o 

2-9 

2-7 

2-5 

43  •  25 
53-Si 

45  .  20 
54-70 

49.70 

41  .65 
53-62 

44-97 
55-44 

54 

30-8-180 

2  .  2 

3-8 

2-5 

3-9 

3.  I 

74-95 

75.64 

75.76 

82.81 

77-29 

55 

30-10-180 

6.0 

6.0 

6.0 

9-0 

6-7 

91  .80 

86.77 

86.72 

101.61 

91.72 

56 

40-2-180 

1  -5 

0.6 

1.8 

i  .9 

1.4 

21.74 

31.90 

28.46 

27.48 

27-39 

57 

40-4-180 

i  .0 

i  .3 

2  .2 

2.  I 

1.6 

38.78 

40.43 

43.98 

39-65 

40.71 

58 

40-6-180 

2  .  2 

4.1 

2.6 

4-6 

3-4 

53-54 

55-74 

56.01 

59-28 

56.14 

59 

40-8-180 

7  •  l 

6.0 

6.2 

6-9 

6-5 

63-93 

62.77 

63.33 

66.  61 

64.  16 

60 

40-10-180 

£0.0 

II  .0 

10.  0 

12  .O 

10.7 

79-30 

76-33 

76.87 

87.67 

80.04 

61 

50-2-180 

0.8 

1.6 

1  .9 

I  .5 

1.4 

20.37 

23.59 

24.51 

22.13 

22.65 

62 

50-4-180 

1.8 

2-4 

2-9 

2-9 

2-5 

31.40 

35.52 

35-81 

36.69 

34-85 

63 

50-6-180 

6-3 

4.6 

4.8 

6.8 

5-6 

42.81 

46.51 

45-93 

49.16 

46.  ii 

64 

50-8-180 

8.0 

8.0 

8.0 

ii  .0 

8-7 

57-66 

54-35 

58.09 

63-73 

58.46 

65 

60-4-180 

4.0 

3-0 

4-o 

6.0 

4-2 

29.97 

28.27 

31  .56 

34-13 

30.98 

66 

60-6-180 

6.0 

7-0 

7.0 

8.0 

7-o 

40.42 

38.22 

44.06 

46.28 

42-24 

67 

20-4-160    i.o 

I.O 

1.4 

i  .9 

1-3 

47-73 

43-22 

45-95 

48.82 

46.43 

68 

20-6-160 

I  .2 

2.6 

1-3 

i  .  i 

i  .5 

63.88 

58.62 

61.76 

67-55 

62.95 

69 

20-8-160 

2.  I 

3-0 

2-4 

4.1 

2-9 

72.34 

68.89 

73-76 

76.74 

72.92 

70 

20-10-160 

2.0 

I  .0 

I  .0 

3-0 

1-7 

93-93 

88.08 

90.01 

105.69 

94-43 

71 

30-4-160 

I  .O 

I  .0 

1  .5 

I  .2 

I  .2 

38.78 

36-03 

38.07 

40.69 

38-39 

72 

30-6-160 

2.0 

2  .O 

2.O 

2.0 

2.O 

54-22 

50.84 

52-80 

58.47 

54.08 

73 

30-8-160 

1.6 

2-9 

I  .9 

3-5 

2-5 

63.24 

64.19 

64.90 

69.78 

65.58 

74 

30-10-160 

3-0 

5-0 

3-0 

4.0 

3-7 

78.04 

77-33 

77-21 

85-29 

79-47 

75 

30-12-160 

6.0 

5.0 

6.0 

9-o 

6-5 

90.75 

85-97 

86.98 

97.84 

90.38 

76 

40-4-160 

I  .2 

2.7 

i  .  3 

2.  I 

1.8 

32.61 

32.85 

31-85 

36.66 

33-49 

77 

40-6-160 

2.O 

2.9 

2-5 

3-3 

2-7 

44-53 

43-84 

44-°3 

50.20 

45-65 

78 

40-8-160 

3-5 

4.4 

3-7 

6.6 

4-5 

53-45 

56.76 

56-65 

61.44 

57-02 

79 

40-10-160 

7-0 

7.0 

6.0 

10.  0 

7-5 

69.89 

67-83 

69.43 

79.  56 

71.68 

80 

50-4-160 

i  .  i 

2-7 

2.  I 

3-0 

2.2 

28.37 

26.77 

27-94 

31-25 

28.58 

81 

50-6-160 

3-3 

4-3 

2.8 

5-5 

3-9 

39-u 

39-83 

37-55 

44.28 

40.19 

82 

50-8-160 

6.0 

6.0 

6.0 

8.0 

6-5 

51-08 

48.02 

Si-?2 

56.80 

51  .91 

83 

60-4-160 

2  .O 

i  .5 

2  .O 

3-0 

2.  I 

24.40 

22.72 

25-99 

28.72 

25-46 

84 

60-6-160 

5-o 

4.0 

4.0 

6.0 

4-7 

34-58 

34-12 

36-93 

40-43 

36.51 

85 

20-4-1  20 

29.20 

26.72 

28.75 

28.80 

28.36 

86 

20-8-120 

I  .0 

I  .2 

I  .2 

I  .2 

i  .  i 

54.62 

49-40 

52.46 

57-87 

53  59 

87 

2O-I2-I2O 

2.0 

2  .O 

2.0 

2.  I 

2.0 

75-21 

71-73 

76.41 

79-44 

75-69 

88 

30-4-120 

o-5 

0-5 

0-5 

0-5 

0-5 

23.48 

23-87 

24-13 

24.89 

24.09 

89 

30-8-120 

I.O 

I  .2 

I  .0 

1.6 

I  .  2 

45-73 

43-87 

46-03 

47-65 

45-82 

90 

30-14-120 

4.0 

4-5 

5-7 

5-9 

5-o 

72-51 

69.80 

71.30 

76.65 

72.56 

91 

40-4-120 

1  .0 

1.4 

i  .5 

i  .0 

I  .2 

18.94 

19.03 

I9-50 

20.23 

19.42 

92 

40-8-120 

1.8 

1.8 

3-6 

2.6 

40.00 

38.42 

40.35 

45-49 

40.94 

93 

4O-I2-I2O 

5-7 

II  .0 

6.4 

7-6 

7-7 

58.23 

55-07 

57-25 

63.10 

58.41 

94 

50-4-120 

i  .0 

2-9 

i  .  i 

2.0 

i  .7 

14-34 

15.40 

14.47 

16.97 

15-29 

95 

50-8-120 

7-7 

3-8 

3-5 

5-5 

5-  x 

35-19 

33-79 

35-42 

40.22 

36-13 

96 

5O-II-I2O 

7-2 

7-5 

7-2 

8-5 

7.6 

45-24 

43-70 

45-04 

51  •  I7 

46.26 

97 

6O-8-I2O 

4.0 

4.0 

5-o 

7-o 

5-0 

30-69 

27-15 

3I-42 

35-90 

31.29 

112 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


TABLE  1 8. — Engine  performance. 


Designation  of 
tests. 

Engine  performance. 

Number. 

Laboratory 
symbol. 

Indicated  horsepower. 

Steam  per 
I.  H.  P. 
per  hour. 

i 

X 

b 

a 
fe 

s 

h-i 

b 

o 

"rt 
o 
U 

B.  t.  u.  supplied. 

Right  side. 

Left  side. 

Total. 

To  engine  per  min. 

Perl.  H.  P. 

per  min. 

II.  E. 

C.  E. 

H.  E. 

C.  E. 

X 

!3 
d 
•M 

>. 

« 

IH" 

O 

1 

•9 

_g 

>> 

« 

Actual  calculated 
from  observed 
temperature  of 
feed-water. 

Comparative,  as- 
suming tempera- 
ture of  feed  equal 
to  temperature  of 
exhaust. 

13 

3 
o 
< 

ti 

a 

IH 

C. 

o 

0 

1 

3 

106 

ior 

108 

1O9 

110 

111 

112 

113 

114 

115 

116 

117 

I 
la 

2 

3 
30 
4 
5 
So- 
6 

7 

8 

9 

10 

ii 

12 

20-2-240 
20-2-240 
20-4-240 
20-6-240 
20-6-240 
20-8-240 
30-2-240 
30-2-240 
30-4-240 
30-6-240 
40-2-240 
40-4-240 
40-6-240 
50-2-240 
50-4-240 

70.15 
65.96 

101  .49 

I2O.4I 
116.29 
150.04 

97-Qi 
90-43 
"6.33 
136.78 
107.09 
136.17 
173-74 
118.  14 
153-88 

68.  61 
60.06 
95-21 
112.44 
108.81 
130.90 
92.03 

88.37 
117.63 

I3I-54 
107.99 

147-73 
163.01 
127.26 
166.51 

77-15 

74-73 
100.24 
116.  19 
114-56 

I45-4I 
97.08 
100.65 
122.73 
I39-46 

112.  12 
144.38 
1/6.25 

118.80 

170.47 

60.54 
6  1  .90 
95-58 
117.78 
109.60 
141  .69 
85-17 
83-50 
"3-94 
132.52 
94-58 
138.02 
162.62 
101.30 
i  44  •  66 

276.45 
262.65 
392.52 
466  .  82 
449  .  26 
568  .  04 

37L29 
362.95 
470.64 
540-30 
421.78 
566  .  30 
675.62 
465-50 
635-52 

Lbs. 
26.29 

Lbs. 
16.16 

3-4° 

138,921 

122,  274 

502-5 

442-3 

25-33 
24.09 

17.  21 

18.34 

3-30 

191,  716 
219,  097 

167,  135 

189,  296 

488.4 
469-3 

425.8 
405.5 

1  8  id. 

25.48 

17  .00 

3-29 

1  80,  087 

157.761 

485-0 

424.9 

24-43 

17-34 

17  8l 

223  ,l82 

I9L739 

474-2 

407.4 

24.  16 
23-86 

16.55 
17.42 

1  8  02 

3-33 

194.  858 

262,  459 

171,  200 
225,387 

461.9 
463-4 

405.9 
398.0 

24-97 

16.95 
15-75 

3-07 

222,095 

194.  579 

476.9 

418.0 

13 

14 
15 

16 

»7 

18 

19 

20 
21 
22 
23 
24 
25 
26 

27 
28 

2O-2-22O 
2O-4—2  2O 
2O-6-220 
2O-8-22O 
30-2-220 
30-4—220 
30-6-220 
3O-8-22O 
4O-2-22O 
4O-4-22O 
4O-6—22O 
5O-2-22O 
5O-4-22O 
5O-6-22O 
6O-4-22O 
6O-6-22O 

66.06 

85-45 
109.82 
137.70 

79-95 
115-18 
143.48 
185.96 
91  01 

I3I-37 
176.71 
92.09 

145.17 
195.11 

157-31 

201  .6.1 

6l  .02 

82.36 
101.55 

124.81 
77-86 
105.71 
132.66 
168.46 

95-91 
119.67 
156.63 
95-63 
134-66 
167.47 
150.16 
181  .50 

64.51 

82.97 
103.51 

132.28 
82.80 
112.43 
137.11 
177.68 
98.07 

129.48 
172.48 

97-39 
146.02 
188.43 
I5I-50 
203.  29 

63-74 
92.07 
116.56 
138-23 
79.71 

"3-17 

146.24 
183.19 
86.46 
128.55 
166.43 
93.68 
136.44 

181.35 
155-22 

204-95 

255-33 
342.85 

431-44 
533-02 
320.32 
446.49 

559-49 
715-28 

37I-46 
509  •  07 
672.65 

378.79 
562.30 

732.36 
614.  19 
79L38 

27-65 
25.80 

25-51 
25-86 
26.60 
24.23 
23-59 

16.72 
16.89 

17-54 
19.30 
16.00 
16-95 

17-53 
TO  <;<; 

3-24 
3.18 
3.62 
3-89 
3-41 
3-29 
3-34 

I35.552 
170,233 
209,  864 
262,  684 

164,  475 
206,  173 

253.655 

118,958 
149,825 

i85,337 
229,  784 

143,471 
182,  123 
220,  195 

538-0 
496.0 
486.0 
492.0 
5I3-0 
484.4 
451.6 

465-9 
437-0 
429-6 
43I-I 
447-9 
407-9 
394-1 

25-58 
23.68 

16.43 
16.21 
18  14 

3-27 
3-15 

184,  I2O 

231.  J58 

159.989 

200,  828 

495-6 
454-0 

430-7 
394-5 

26.29 
24.08 

16.42 
16.71 

1  8  ^Q 

3-45 
3-57 

192,  609 
259,  960 

167,577 

226,  494 

508.0 
462.3 

442.4 
402.8 

17  8  A. 

18.89 

29 

30 
31 
32 

33 

34 
35 
36 
37 
38 

39 

40 

4i 
42 
43 
44 
45 

2O-2-2OO 
2O-4-2OO 
20-6-200 
2O-8-2OO 
30-2-20O 
3O-4-2OO 
3O-6-200 
3O-8-2OO 
4O-2-2OO 
40-4-200 
40-6-200 
4O-8-2OO 
50-2-200 
5O-4-2OO 
5O-6-2OO 
6O-4-2OO 
60-6-2OO 

57-06 
69-79 
95-27 

121.  16 

65-87 

90.80 

127.40 

162.21 

75-73 
117.24 
148.01 
187.76 

85-14 
112.43 

178.35 
132.99 
161  .  17 

53-3« 
68.29 
87.81 
109.63 

65-43 
90.30 
114.22 
148.21 
78.30 
110.87 

154-64 
170.06 
82.46 

"5-37 
161.31 
123-85 
150.69 

57-50 
75-31 
97-95 
116.84 
70.91 
96.34 

121  .70 
158.54 
79-48 
114.49 
142.42 
183.70 
85.40 
126.  II 
173.00 

136.93 
176.37 

55-53 
74-23 
94-79 
125.27 

66.73 
89.65 
125.89 
166.78 
73-07 
106.28 
160.18 
187.41 
76.05 
110.51 
162.70 

127.33 
172.70 

223.47 
287.62 
375-82 

472.9° 
268.95 
367.09 
489.21 

635-73 
306.58 
448.88 
605  .  25 
728.93 
329-05 

464  .  20 
675.36 
521.10 
.50.93 

28.32 
26.24 
26.01 
26.31 
27  01 
25.70 
24.91 

17.14 
16.92 
18.85 
19-  !3 

16.86 
18.36 
17-59 

3-47 
3-5i 

3-52 
3.48 

3-40 

1  20,  669 
144,015 
189,  134 

237.035 
139,024 
181,466 
235.  366 

105,925 
126,  697 
164,  083 
207,  744 

122,  184 

157,371 
207,  621 

541.0 
501.0 
503-0 
502.0 
5I7-0 

494-0 
489.0 

474-0 
44°-5 
436.6 

439-3 
454-3 
428.7 
424.4 

26.88 
24.66 

24-43 

16.94 
17.17 
17-35 

3-35 
3-28 

3-47 

159.350 
209,  841 
281,077 

124,  196 
184,  708 
246,  458 

520.0450.1 
470.0  412.6 

464  .  0  407  .  2 

25-74 

25-78 

16.27 

16.98 

i8.p8 
18  A^ 

3-23 
3-27 

162,653 
228,  162 

142,  28l 
199,838 

494-0 
491.0 

432-4 
430-5 

18.02 

46 

47 

2O-2-I8O 
20-4-180 

46-73 
65-53 

46.13 
61.98 

50.82 
70.42 

48.28 
65.86 

191.97 
263.59 

28.78 
26.76 

19.08 

17-49 

107,  443 
i37>  239 

92,533 

1  1  8,  ooo 

560.0  482  .0 
520.6  447-6 

HIGH    STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE. 


TABLE   1 8. — Engine  performance— Continued. 


Designation  of 
tests. 

Engine  performance. 

Number. 

Laboratory 
symbol. 

Indicated  horsepower. 

Steam  per 
I.  H.  P. 
per  hour. 

C 

O 
•C 
u 

01 

a 

PH 

w 

(-(' 

& 

1 

o 

B.  t.  u.  supplied. 

1    Right  side. 

Left  side. 

Total. 

To  engine  per  min. 

Per  I.  H.  P. 

per  min. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

^ 

G 
a! 

>, 

cq 

1-.° 

O 

a) 

u 

•9 

>, 

« 

•a-a1-! 

<U  <u  O 

d  > 

"a  "-1  <a 

I«l5 

S-fl-S^ 

—  °  V  £ 

aSn-a 
3  o  E  <a 

+J   V,    V   0 

in  rt  «3  O 

*£§•" 

1  ^3 

y  <D"2rt 
>*•  v  %    . 

'%  ^  si 

2g  °  S  s 

a'E£-.c 

g  3  3  0  X 

"3 
a 

o 

< 

I 

d 

a 

a 
1 

< 

0 

1 

3 

106 

107 

108 

109 

110 

111 

113 

113 

114 

115 

116 

117 

48 
49 
50 
5i 
52 
53 
54 
55 
56 
57 
58 

59 
60 
61 
62 
63 
64 
65 
66 

20-6-l8o 
20-8-180 
2O-IO-l8o 
30-2-180 
30-4-180 
30-6-180 
30-8-180 
30-10-180 
40-2-180 
40-4-180 
40-6-180 
40-8-180 
40-10-180 
50-2-180 
50-4-180 
50-6-180 
50-8-180 
60-4-180 
60-6-180 

83.71 
102.55 
123.02 

56-97 

77.02 

95-78 
134.40 
167.  12 
51.78 
92.45 
126.76 
153-66 
189.94 

60.  6  1 

93-19 
129.  24 
171  .62 
107.04 
144-37 

78.05 

96.34 
1  1  2  .  40 
59-08 
78.06 
94.68 
131.64 
I53-3I 

73-74 
93-55 
128.09 
146.43 

*77-34 
68.13 
102.33 
136.27 
I57-H 
97-99 
132.48 

86.40 
104.88 
122.13 
60.84 
89.80 
108.33 
136.12 
160.60 
68.95 
106.79 
132.81 
154-88 
187.28 
74-22 
I07-57 
141.14 

I75-89 
114.67 
160.08 

85.91 
107-93 
136.89 
58.86 
73-07 
94.48 
144.  10 

182.73 
64.66 
93.38 
136.42 

J54-94 
207  .  40 

65-05 
107.58 
146.65 
187-38 
120.41 
163.26 

334-07 
411.70 

494-44 
235-I5 
3I7-I5 
393-27 
546-26 

663.77 
259-I3 
386.18 
524.08 
609  .  9  i 
761  .96 
268.02 
410.62 
553-30 
692.00 
440.11 
600.  19 

Lbs. 
25-44 
25-9I 

Lbs. 
18.79 
19.64 
20.38 

164,  617 
206,  793 

142,775 
178,  796 

492.7 
502.2 

427-4 
434-3 

26.54 
25-36 
24.62 
24.61 

19.28 
18.28 
18.84 

19-33 
20.46 

122,  O2I 
155.986 
187,092 
260,  293 

104,  947 
135,300 
161,255 
223,  808 

517-8 
490-5 
475-0 
476.5 

445-1 
426.6 
410.0 
409-7 

25.89 
24.08 
23-68 
25.85 

19-05 
18.20 
18.74 
19.63 

21.17 

I  30,  004 
1  80,  963 
240,  941 
305,  058 

112,314 

155,450 
206,  287 
260,  566 

477-6 
468.0 

459-7 
500.1 

433-4 
402  5 

393-5 
427.2 

26.61 

24-43 
24.87 

19.63 
19  .l6 
18-43 
IQ  .22 

138,777 
195,685 
266,  663 

119,  506 

167,  367 
227,794 

5I7-2 

475-2 
481.8 

445-9 
407.6 
411.7 

18.  is 

18.6-, 

67 
68 

69 

70 

7i 

72 

73 
74 
75 
76 
77 
78 
79 
80 
81 
82 

83 
84 

20-4-160 
2O-6-l6o 
20-8-l6o 
2O-IO-I6O 
30-4-160 
30-6-160 
30-8-160 
30-IO-l6o 
30-12-160 
40-4-160 
40-6-160 
40-8-160 
40-10-160 
50-4-160 
50-6-l6o 
50-8-160 
60-4-160 
60-6-160 

56.75 
76.04 
86.03 
112.47 
69.  16 
96.79 
113.14 

I39-4I 
166.33 
77.81 

105-94 
127.91 
163.96 

84-45 
116.54 
152.01 
87.24 
123.61 

49.87 
67.77 

79-55 
102.36 
62.35 
88.08 
i  i  i  .  46 
I34-07 
152.93 
76.01 

IOI  .22 

I3I.8I 

!54-44 
77-31 
115.19 

138.81 

78-74 
118.26 

55-59 
74.84 
89-27 
109.65 
68.92 
95.89 
"8.13 
140.31 
162.  16 
77-30 
106.54 

I37-9I 
165.70 
84.63 
"3-82 
156.58 
94-44 
.I34-I7 

57-31 
79.76 
90.20 
125.02 
71.68 
103.  10 
123.32 
150.50 
177.14 
86.40 
117.96 

145-24 
184.38 
91.88 
130.32 
167.00 
101.32 
142  .61 

219-52 
298.41 
345-05 
449  •  50 
272.  ii 
383-86 
465-05 
564  .  29 
658.56 
3I7-52 
431.66 
543-87 
668.48 
338-27 
475.87 
614.40 

36i.74 
518.65 

28.03 
26.  14 

27-52 

17.61 
18.72 

20.  I? 

20.86 

3-29 
3.20 

117,  708 

149,  343 
183,  020 

103,052 

130,537 
158,  183 

538-0 
500.4 
530.5 

469.4 

437-5 
458.4 

26.86 
25.28 
25.69 

18.01 
18.20 

19-75 
20.  38 

3-24 
3-05 

140,  050 
185,718 
23i>593 

122,  386 

164,  597 
195,954 

514.6 

483-8 
498.0 

449-7 
428.8 

421-3 

22  .4.1 

26.48 
25-82 
26.44 

I7-50 
18.32 
19.66 
21  .AS 

3-39 
3-45 

1  60,  550 
212,645 
277,611 

142,  246 
185,991 
236,  291 

506.0 
492.0 
510.0 

447-9 
430.8 

434-5 

27.01 
26.  12 

17.91 
18.36 
2O    24 

3-39 
3-6i 

174,730 
238,441 

152,879 
205,  128 

516.0 
501.0 

451-9 
431-5 

17  .QS 

18.92 

85 
86 

87 
88 
89 
90 

9i 
92 

93 
94 
95 
96 
97 

20-4-120 
2O-8-I2O 
20-12-120 
30-4-120 
3O-8-I2O 
3O-I4-I2O 
40-4-1  2O 
40-8-120 
4O-I2-I2O 
50-4-120 
5O-8-I2O 
5O-II-I2O 
60-8-120 

34-73 
64.80 
89.17 

41-93 
81.71 
129.  19 
45-13 
95-32 
I39-I7 
42.72 
104.68 
136.01 
109.62 

30.84 
56.88 
82.54 
41-36 
76.15 
120.70 
44.01 
88.85 
127.76 
44-50 
97-55 
127.52 
94.12 

34.61 
63-30 
92.  16 
43-83 
83-77 
129.22 
47-28 
97.80 
139.12 
43.83 
107.  18 
138.01 
114.  16 

33-82 
67.81 
93-04 
43-90 
83.86 
134.00 
47.62 
107.07 
148.72 
44.98 
118.18 

I5L99 
126.67 

134.00 
252.79 
356.91 

171  .02 

325.49 
514.01 
184.04 
389-05 

554-77 
176.03 

427-59 
553-53 
444-57 

32.47 
28.40 
28.88 
30.63 
27.46 

30.31 
30.18 

27-5I 
28.52 

33-84 
28.12 
29.17 

I9-65 
20.50 

22-45 
18.15 
20.06 
25-24 
J9-93 
19.91 
23.66 
23.04 

21  .60 

25.85 
22    22 

3-99 

3-52 
3-64 
3-52 
3-32 
4.28 
3-52 
3-4i 
4.11 

3-91 
3-67 
4.08 

82,  864 
136,930 
195,008 
99,672 
170,  178 

297,524 
105,  712 
203,  898 
302,  109 
113,  320 
228,676 
307,  342 

72,597 
H9>790 
171,  250 
87,510 
148,819 
256,  769 
92,  609 
177-335 
258,  949 
99,  022 

197,  695 
264,  117 

624.5 
541-7 
547-6 
582.9 
522.8 
578.8 
571-3 
525-6 
543-9 
643-7 
534-8 
555-2 

541-7 
473-8 
480.0 
511.6 
457-1 
499-5 
5°3-i 
455-7 
466.7 
562.5 
462.  i 
477-0 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 
TABLE  1 9.  — Steam  shown  by  indicator. 


Designation  of 
tests. 

Engine  performance. 

Pounds  steam  at  cut-off  by  indicator. 

Pounds  steam  at  release  by  indicator. 

1 
a 

Laboratory 
symbol. 

Right  side. 

Left  side. 

Total 

Right  side. 

Left  side. 

T4.   1 

3 
fc 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

H.  E. 

C  E. 

H.  E. 

C.  E. 

otal. 

1 

2 

118 

119 

12O 

121 

122 

123 

124 

125 

126 

127 

I 

Id 

20-2-240 
20—2—240 

0.2538 

0.2355 

o.  2662 

0.2091 

o  .  9646 

0-2957 

0.2756 

0.2743 

0.2407 

1.0863 

2 

20-4-240 

.3271 

•3093 

•3300 

0.2992 

I  .2656 

-3589 

•3438 

.3609 

•  3434 

I  .  4070 

3 

20-6-240 

.4044 

.3624 

•3746 

0.3897 

1  -5311 

.4502 

.4110 

.4149 

•4398 

I-7I59 

in 

20—6—240 

4 

20-8-240 

•5051 

•4396 

.4861 

0.48-51 

I-9I59 

.5166 

.4746 

•5077 

.5141 

2.0130 

5 

30-2-240 
1O—  2—  2AO 

.2496 

.2389 

.2511 

0.2511 

0.9907 

.2617 

•2653 

.2730 

.2801 

I  .0801 

6 

O         T" 
30-4-240 

.2864 

•2744 

•2943 

o.  2692 

i  .  1241 

.3089 

.3118 

.3266 

.3098 

I.257I 

7 

30-6-240 

•3451 

.3270 

•  3444 

0-3373 

I-3538 

.3675 

•3637 

•3794 

.3684 

1.4790 

8 

4O-2-24O 

.2203 

.  2204 

.2248 

0.1938 

0.8593 

.2423 

.2404 

.2497 

.2287 

o  .  9609 

9 

4O-4-24O 

.2614 

•2751 

•  2789 

o.  2619 

1-0773 

.2896 

•3107 

.3024 

•  2948 

I-I975 

10 

40-6-240 

.3228 

•  2984 

.3117 

o  .  3098 

i  .  2427 

•3409 

•3396 

.3400 

•3313 

I-35I8 

ii 

50-2-240 

.2115 

.2150 

.2117 

0.1867 

0.8249 

•  2258 

.2416 

•  2341 

.2124 

0.9139 

12 

50-4-240 

.2594 

.  2411 

.2826 

o.  2411 

i  .0242 

.2772 

.2581 

.2956 

.2327 

I  .0636 

13 

2O-2-22O 

.2409 

.2189 

•2354 

o.  2179 

0.9131 

.2673 

.2506 

.2624  .2531 

1-0334 

14 

2O—4-2  2O 

.2881 

.2785 

•2794 

0.3033 

i  •  1493 

.3182 

•3083 

•  3077  -3312 

1.2654 

15 

20-6-2  2O 

.3800 

.3420 

-3484 

0.3961 

i  .  4665 

•3957 

•3764 

.3688 

•4125 

1-5534 

16 

2O-8-220 

.4893 

.4096 

-4675 

1.4987 

1.8651 

•  5454 

•4549 

•  4836 

•5031 

1.9870 

17 

3O-2-220 

.2111 

.2051 

-2175 

0.2077 

0.8414 

•  2353 

.2292 

•  2345 

•2315 

0.9305 

18 

3O-4-22O 

•3007 

.2639 

.2797 

0.2729 

i  .  1172 

.3027 

.2796 

.2971 

.2919 

i  .  1713 

19 

30-6-220 

-3386 

.3182 

•  3281 

0-35" 

1.3367 

-3582 

•3458 

•  3510 

.3617 

1.4167 

20 

3O-8-22O 

-4538 

.4054 

.4267 

o  .  4605 

i  .  7464 

.4680 

•  4331 

•4375 

•4625 

i  .8011 

21 

4O-2-22O 

.  2O2O 

.  2070 

•  2074 

0.1848 

0.8012 

.2219 

.2187 

•2337 

.2038 

0.8781 

22 

40-4-2  2O 

.2612 

.2506 

•  25H 

o.  2501 

1.0134 

•  2838 

•  2597 

.2744 

•  2694 

1.0874 

23 

4O-6-220 

•3379 

.3053 

.3295 

0.3214 

1.2941 

•3538 

.3298 

•34" 

•3427 

I-3674 

24 

5O-2-22O 

•  1915 

.1886 

.1909 

o.  1760 

0.7470 

.  1906 

.  2049 

.2052 

.1944 

0-7951 

25 

50-4-220 

.2417 

.2406 

•  2438 

0.2405 

0.9666 

•  2594 

•  2490 

•2594 

•  2562 

1.0231 

26 

5O-6-220 

•  3205 

.  2621 

.3046 

0.3373 

i  .  2245 

•3358 

•  3041 

•3224 

•3175 

1.2798 

27 

6O-4-22O 

•  2397 

.2162 

•  2424 

o.  2310 

0.9293 

•2574 

•2383 

•2536 

.2625 

i  .0118 

28 

6O-6-22O 

•3132 

.  2760 

.3078 

o  .  3092 

i  .  2062 

•3305 

.2899 

•3213 

•3321 

1.2738 

29 

2O-2-2OO 

.2136 

.2022 

•  2136 

o.  1984 

0.8278 

.  2420 

.2340 

.2403 

.2307 

0.9470 

30 

2O-4-2OO 

•  2455 

.2466 

.2660 

0.2572 

I-OI53 

.2768 

.2712 

.2854 

.2712 

i  .  1046 

31 

20-6-2OO 

•  3512 

•3107 

•3409 

0.3299 

I-3327 

-3634 

•  3371 

•  3752 

.3672 

i  .  4429 

32 

2O-8-2OO 

•  4450 

•3909 

.4171 

0.4572 

i  .7102 

.4582 

.4162 

•4309 

.4644 

1.7700 

33 

3O-2-2OO 

.  1890 

•  I9°5 

•  2013 

o  .  i  809 

0.7617 

.2092 

.2090 

.2182 

.2037 

0.8401 

34 

3O-4-2OO 

.2442 

.  2279 

•2433 

o.  2198 

0-9352 

.2602 

.  2617 

.2719 

.2617 

1-0555 

35 

30-6-200 

.  3098 

.2828 

•  2975 

0.3138 

i  .  2039 

•  3225 

.3016 

.3126 

•  3254 

i  .2621 

36 

3O-8-20O 

•  4"5 

•  3710 

.3921 

0.4282 

1.6028 

.4242 

•3929 

.3915 

.4486 

1.6572 

37 

4O-2-2OO 

.1871 

•  1835 

•1794 

o  .  i  708 

0.7208 

.2016 

.2004 

.1997 

.1929 

0.7946 

38 

4O-4-2OO 

•2343 

.2270 

.  2290 

o.  2192 

0.9095 

.2609 

•  2415 

.2405 

•  2452 

0.9881 

39 

40-6-200 

.2903 

.2931 

•  2750 

0.3142 

i  .  1726 

•2993 

•  3052 

.2912 

•3243 

I  .  22OO 

40 

4O-8-2OO 

.3862 

•  3508 

•3679 

0.3880 

i  •  4947 

•3951 

•3739 

.3716 

.4067 

1-5473 

5O-2-2OO 

.1778 

•  I7°9 

•  1773 

o.  1616 

0.6876 

.1899 

•1793 

.1982 

.1794 

0.7467 

42 

50-4-200 

.2072 

.2093 

.2108 

0.2038 

0.8311 

.2181 

.2239 

•  2369 

.2146 

0.8935 

43 

5O-6-2OO 

.2989 

•  2654 

.2829 

0.2803 

1-1275 

.3108 

.2772 

.2918 

.2978 

1.1776 

44 

6O-4-2OO 

•  2152 

•  1977 

.2188 

o.  2070 

0.8387 

•  2311 

.2149 

.2319 

•  2285 

o  .  9064 

45 

60-6-200 

.2617 

•  2338 

.  24I2'O.  2709 

i  .0076 

.2849 

•2335 

.2892 

•  2562 

1.0638 

46 

2O-2-I8O 

.2024 

.1860 

.1991 

0.1794 

0.7669 

.2328 

.2180 

•2333 

.2285  0.9126 

47 

2O-4-I80 

.2361 

.2128 

•2384 

0.2266 

0.9139 

•  2587 

.2512 

.2677 

-2584 

1.0360 

HIGH   STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 
TABLE  19 .  — Steam  shown  by  indicator — Continued. 


Designation,  of 

tests. 

Engine  performance. 

Pounds  steam  at  cut-oil  by  indicator. 

Pounds  steam  at  release  by  indicator. 

1 

g 

Laboratory 
symbol. 

Right  side. 

Left  side. 

Right  side. 

Left  side. 

T*  i 

* 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

Total. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

otal. 

1 

2 

118 

119 

120 

131 

122 

123 

124 

125 

126 

127 

48 

2O-6-I8O 

0.3116 

o.  2812 

0-3059 

0.3027 

I  .2OI4 

0.3247 

0.3065 

0.3325 

0-3437 

I.3074 

49 

20-8-l8o 

.3805 

•3417 

•3788 

.3862 

1.4872 

•3954 

.3664 

•3998 

•4234 

1.5850 

50 

2O-IO-I8O 

•4724 

.4211 

•4558 

•  5305 

1.8798 

•  4751 

•4323 

.4647 

•5360 

I  .9081 

5i 

30-2-180 

.1884 

.  1722 

•1857 

•  1637 

0.7106 

.2037 

.  1910 

•2074 

.2023 

o  .  8044 

52 

30-4-180 

.2205 

•2075 

.2369 

.1989 

0.8638 

•2339 

.2261 

•  2685 

.2348 

0.964^ 

53 

30-6-180 

.2588 

•2431 

•2774 

.2440 

T.0233 

•  2732 

.2602 

.3006 

.2684 

I  .  IO2^ 

54 

30-8-180 

•3441 

.3360 

•34H 

.3600 

1.3815 

•3555 

•3520 

•3594 

•3748 

I.44I7 

55 

3O-IO-I8O 

•4342 

•3972 

.4142 

.4970 

I  .  7426 

•4436 

.4129 

.4146 

•4994 

1.7709 

56 

4O-2-l8o 

.1676 

.  1696 

.1801 

.1521 

o  .  6694 

.1782 

.1815 

.1998 

.1841 

0-7435 

57 

40-4-180 

.2115 

.2OI2 

•2234 

.1972 

0.8333 

.2221 

.2163 

•2438 

.2264 

0.9086 

58 

40-6-180 

.2651 

•2425 

•2732 

.2696 

1.0510 

•2747 

.2794 

.2892 

.2976  i  .  1360 

59 

40-8-180 

.3219 

.2992 

•2973 

.3272 

I  .  2456 

•3326 

.2979 

.3384 

•  3470I.3I59 

60 

4O-IO-I8O 

•4035 

.3837 

•3959 

•4549 

I  .  6380 

•4035 

.3960 

•  4138 

.4607  1.6743 

61 

5O-2-I8O 

.  1620 

.1531 

.  1712 

.14720.6335 

.  1690 

.1694 

•  1853 

.  1766  0.7004 

62 

50-4-180 

.  IQ68 

.1877 

.2092 

.19170.7854 

.  2O66 

.2000 

.2269 

.21590.8494 

63 

50-6-180 

•2424 

•2353 

•2455 

.2486  0.9718 

•2552 

.2444 

•  2588 

.2660  1.0244 

64 

50-8-180 

•3077 

.2776 

.3111 

.3280  i  .2244 

.3110 

•  2825 

.3120 

•  3359  1-2415 

65 

60-4-180 

.1893 

.1713 

.1924 

.18850.7415 

.2088 

.1790 

.2080 

.2139  0.8104 

66 

60-6-180 

.2356 

.2140 

•2769 

.244910.97  14!  .2498  .2290 

•  2505 

.  2671  0.9966 

6? 

20-4-160 

.  2204 

•1975 

•  2147 

•2133 

0.8459 

.2411 

.2247 

.2121 

•2439 

0.9218 

68 

2O-6-l6o 

.2809 

•2549 

.2756 

.2880 

1.0994 

•2975 

.2885 

.2971 

.3067 

1.1898 

69 

2O-8-I6O 

.3280 

.2996 

•3334 

•3362 

1.2972 

•35" 

.3170 

•3586 

•  3705 

1.3972 

70 

2O-IO-l6o 

•4339 

.3804 

•4I31 

.4746 

I  .  7020 

•4438 

•  3997 

•4303 

.4967 

I-7705 

7i 

30-4-160 

.1951 

.  1840 

.  1966 

.1968 

0.7725 

.2129 

.1987 

.2214 

.2149 

0.8479 

72 

30-6-160 

•  2519 

.2328 

•  2442 

.2618 

0.9907 

.  2661 

.2529 

.2606 

.2764 

I  .  0560 

73 

30-8-160 

•  3054 

.2884 

•  3073 

.3110 

1.2131 

•3137 

•  3072 

.3237 

.3480 

I  .2926 

74 

3O-IO-I6O 

•3736 

.3600 

.3710 

•  4055 

1.5101 

•  3736 

•  3724 

•3871 

•4139 

I  •  5470 

75 

3O-I2-I6O 

•  4598 

.4IOO 

•4379 

.5096 

1.8173 

•  4574 

•4314 

•  4547 

.5160 

1-8595 

76 

40-4-160 

.1872 

.1836 

.1741 

.1890 

0.7339 

.1932 

.  1966 

.1903 

•  2053 

0.7854 

77 

40-6-160 

.2292 

•2255 

.2228 

.2512 

0.9287 

•  2390 

•  2357 

.2401 

.2628 

0.9776 

78 

40-8-160 

.2805 

.2750 

•  2856 

•  2994 

I  .  1405 

.2870 

.2928 

.3027 

•  3186 

I  .  2OII 

79 

4O-IO-I6O 

.3606 

•  3354 

•3557 

.4023 

I  .  4540 

•  3661 

•  3520 

•  376i 

.4154 

I  .  5096 

80 

50-4-160 

.1695 

.1662 

•  1752 

.1817 

0.6926 

.1827 

•  1793 

.  1912 

•  1954 

0.7498 

81 

50-6-160 

.2169 

.2169 

.2084 

•2336 

0.8758 

.2260 

•  2197 

.2208 

•  2433 

o  .  9098 

82 

5O-8-l6o 

.2814 

•  2529 

•  2763 

.2927 

1.1033 

.2897 

.2622 

•  2852 

•  3069 

I  .  I44O 

83 

60-4-160 

.1684 

•i54i 

.1684 

.  1672 

0.6581 

.1811 

.1625 

•  1773 

.1871 

o  .  7080 

84 

60-6-160 

.2158 

•  1875 

.2169 

•  2237 

0.8439 

.2181 

.2024 

.2264 

•  2368 

0.8837 

85 

2O-4-I2O 

•  1630 

.1471 

.1607 

•1519 

0.6227 

.1816 

.1650 

.1813 

.1792 

o  .  707  i 

86 

20-8-1  2O 

.2727 

.2293 

.2432 

.2712 

I  .0164 

.2717 

.2480 

.2791 

.2867 

t.o855 

87 

2O-I2-I2O 

.3903 

.3425 

•  3756 

.4098 

1.5182 

.3860 

•3535 

•  3846 

.4164 

i  •  5405 

88 

30-4-120 

.1456 

.  1412 

.  1480 

•  1452 

0.5800 

•  1675 

•  1597 

.1613 

•  1367 

0.6252 

89 

30-8-120 

•  2343 

.2146 

.2283 

•  2474 

0.9246 

•  2381 

.2302 

.2424 

•  2551 

0.9658 

90 

3O-I4-I2O 

.4127 

•  3744 

.4048 

.4386 

I  .  6305 

•4153 

•  3869 

.4187 

•4435 

i  .  6644 

91 

4O-4-I2O 

•  1379 

•  1349 

.  1402 

•  1332 

0.5462 

-1523 

.1481 

•  1570 

.  1601 

0.6175 

92 

40-8-120 

.2205 

.2078 

•  2158 

•  2380 

0.8821 

.2225 

.2163 

.2259 

•2399 

0.9045 

93 

4O-I2-I2O 

.3269 

.3186 

•  3213 

•  3581 

1.3249 

.3296 

•33*3 

•3330 

.3664 

i  •  3603 

94 

50-4-120 

•  1343 

•I331 

,  1207 

.1331 

0.5213 

.  1412 

•  1552 

•  1454 

.1464 

0.5882 

95 

50-8-120 

.2272 

.2042 

.2112 

•  2337 

0.8763 

•2459 

•  2053 

.2236 

•  2393 

0.9144 

96 

5O-II-I2O 

.2818 

.2509 

.2756 

.3086 

I  .1170 

.2902 

.2707 

.2870 

•3146 

1.1625 

97 

6O-8-I20 

.1988 

.1752 

.2045 

.2062 

0.7847 

•  2053 

.1872 

.2161 

•  2318 

o  .  8404 

116 


HIGH    STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE. 
TABLE  20. — Cylinder  performance. 


Designation 
of  tests. 

Engine  performance. 

Number. 

Laboratory 
symbol. 

Pounds  steam  at  compression  by 
indicator. 

Weight  of  steam 
per  revolution  ,  by 
tank. 

Weight  of  mixture 
in  cylinder  per 
revolution. 

Per  cent  of  mixture 
present  as  steam 
at  cut-off. 

Per  cent  of  mixture 
present  as  steam 
at  release. 

Reevaporation  per 
revolution. 

Reevaporation  per 
I.  H.  P.  per  hour. 

Right  side. 

Left  side. 

Total. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

1 

2 

128 

129 

130 

131 

132 

133 

134 

135 

136 

137 

138 

I 
ia 

2 

3 
30 
4 
5 
50 
6 

7 
8 

9 

10 

ii 

12 

20-2-240 
20-2-240 
20-4-240 
20-6-240 
20-6-240 
20-8-240 
30-2-240 
30-2-240 
30-4-240 
30-6-240 
40-2-240 
40—4—240 
40-6-240 
50-2-240 
50-4-240 

0.0771 

0.0708 

0.0785 

0.0719 

0.2982 

Lbs. 
I  .2819 

Lbs. 
1.5801 

61  .0 

68.7 

Lbs. 
o.  1217 

Lbs. 
2.4958 

.0667 
.0638 

.0621 

•0597 

.0666 
.0596 

.0629 
.  0634 

-2583 
•2465 

I  .6940 
I  .  9300 

J-9523 
2.1765 

64.7 
70.3 

72.1 
79.0 

.1414 
.1848 

2  .  1122 
2.3OOO 

•0563 
.0868 

•0571 
.0838 

.0508 
.0869 

.0587 
.  1026 

.  2229 
.3601 

.0972 
.0894 

0-9957 
2  .  IIIO 

I  .0790 

I-439I 

68.7 

75-0 

.0818 
.0677 

•0934 
.0886 
.0978 
.0936 
.1050 

.0803 
.0709 
.0894 
.0850 

-0973 
.0984 
.0876 

.0818 
.0702 
.0922 
.0891 
.0919 

•0995 
.0941 

.0818 
.0698 
.0875 
.0905 
.0846 
.0929 
.0920 

•3257 
.2786 
•3625 
•3532 
.3716 

•3844 
-3/87 

I  .3120 

1.6377 

68.6 

76.7 

.1328 
.1252 
.  1016 

.1212 
.IO9I 
.0890 
•°394 

2  .4700 
I.86I9 
2.8105 
2.4700 
2.0055 
2  .  8490 
O.9O62 

0-8735 
I.I565 

I  .  2360 
I  •  5097 

69-5 

71.4 

77-7 
79-3 

6.7801 

I  .  1645 

70.7 

78.4 

13 

H 
15 
16 

17 
18 

J9 
20 

21 

22 

23 
24 

25 
26 

27 
28 

2O-2-22O 
2O-4-22O 
2O-6-22O 
2O-8-22O 
3O-2-22O 
3O-4-22O 
30-6-220 
30-8-220 
4O-2-22O 
4O-4-22O 
40-6-220 
5O-2-22O 
5O-4-22O 
5O-6-22O 
6O-4-22O 
60—6—220 

.0758 
.0714 
.0651 
.0646 
.0861 

•0775 
.0742 
.0750 

•0934 
.0907 
.0869 
-0923 
.0924 

•0975 
.  1012 

•"43 

•0745 
.0700 
.0679 
.0568 
.0808 
.0772 
.0784 

•0593 
.0857 
.0792 
.0797 

•0935 
.0913 
.0917 
.0991 

.  IO2I 

.0763 
.0671 
.0603 
.0564 
.0822 

•0773 
.0730 
.0648 
.0942 
.0982 
-  .0801 
.0947 
.  1040 
.0858 
.0917 
.  1017 

.0721 
.0685 
.0613 
.0558 
.0965 
.0761 
.0729 
.0690 
.0837 
.  1129 
-0832 
.0887 
.0919 
.0831 

•0949 
•1033 

.2987 
.2770 
.2546 
•2336 
•3456 
.3081 
.2985 
.2681 
3570 
.3809 

.3299 
.3692 

•3796 

.3581 
.3869 
.4214 

1.3028 
I.5IIO 
1.8839 
2  •  3496 
0.9726 
1.2225 
I  •  5033 

1.6015 
1.7880 
2.1385 
2.5832 
1.3182 
10306 
I.  8168 

56.9 
64-3 
68.6 

72.  2 
63-8 
72.9 

73-8 

64-5 
70.8 
72.8 
76.9 
70.6 

76-5 

78.2 

.1203 

.  1161 
.0869 

i-I2I9 

.0891 
.0541 
.0800 

•0547 
.0769 
.0740 

•0733 
.0481 
.0564 

•  0553 
.0825 
.0676 

2.7382 
-99II 
.1769 
•3419 

2-7350 
.0624 

•2549 
0.6974 

2.4257 
I  .  6990 
I.28I5 

I-8545 
1.4663 
I  •  1035 
2.3548 

1-4974 

O.SlIO 
1.0320 

I.  1680 
J-4i3i 

71.7 
7i-7 

75-2 
77-0 

0.6819 
0.9270 

1.0511 
i  .  3066 

71.0 
74-o 

75-7 
78-3 

29 
30 
31 
32 

33 
34 
35 
36 
37 
38 
39 
40 

4i 
42 
43 
44 
45 

20-2-200 
2O-4-2OO 
2O-6-2OO 
2O-8-2OO 
3O-2-2OO 
30-4-200 
30-6-200 
3O-8-2OO 
40-2-200 
4O-4-2OO 
4O-6-2OO 
40-8-200 
5O-2-2OO 
50-4-200 
5O-6-2OO 
6O-4-2OO 
60-6-200 

.0748 
.0692 
.0592 

•0597 
.0832 

•0745 
.0716 
.0744 
.0922 
.0856 
.0841 
.0868 
.0906 

•0939 
.0930 
.0925 
.  1092 

.0728 
.0704 
•0597 
•0594 
.08lO 

•Q7I5 
.0682 
.0730 
.0845 
.0805 
.0828 
.0798 
•0854 
.0858 
.08ll 
.0887 
.0904 

.0752 
.0657 
-0544 
-0529 
.0831 
.0710 
.0702 
.0602 
'.0877 
.0822 

•0754 
.0780 

•0939 
.0893 
.0800 
.0916 
.0949 

.0685 
.0636 
•0590 
.0540 

•0755 
.0705 
.0706 

•0737 
.0857 
.0803 
.0779 
.0864 
.0913 
•0853 
.0881 
•0853 
.0902 

.2913 
.2689 
-2323 
.2260 
.3228 
•2875 
.2806 
.2813 
-3501 
.3286 
.3202 
•33!0 
.3612 

•3543 
.3422 
-3581 
.3847 

1.0865 
1.2979 
1.6730 

2.1325 
0.8288 
1.0756 
I  -  3896 

L3778 
i  .  5668 
1.9073 
2.3585 
1.1516 

1-3631 
i  .6702 

60.0 

64-7 
69.8 

72.7 
66.1 
68.7 
72.1 

68.7 
70.5 
75-5 
75-2 
72.9 
77-5 
75-5 

.  1192 
.0893 

.  IIO2 
.0598 
.0784 
.1203 
.0582 

•0544 
.0738 
.0786 
.0474 
.0526 
.0591 
.0624 
.0501 
.0677 
.0562 

3.1160 
1.8065 
1.7130 
0-7378 
2-5524 
2.8700 
1.0432 
0.7650 
2.8136 

2  .  0468 
0.9147 
O.85OO 
2  .  6440 
I  .  9606 
I  .0842 

2-2773 
I.49I2 

0.7053 
0.9471 
1.2658 

1-0554 
1-2757 
1.5860 

68.3 
72  .0 
74.0 

75-2 
78.2 
76.9 

0.5800 
0.8l83 

0.9412 
1.1726 

73-0 

70.8 

79-3 
76.2 

46 

47 

2O-2-I80 
20-4-180 

.0721 
-0634 

.0659 
•0579 

.0711 
.0639 

.0680 
.0636 

.2771 
.2506 

0.9472 
I  .2Ol6 

i  .  2243 
1.4522 

62.7 
62.9 

75-3 
71-3 

•1457 

.1221 

4-4555 
2.7116 

HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 
TABLE  20. — Cylinder  performance — Continued. 


117 


Designation 
of  tests. 

Engine  performance. 

H  Number. 

Laboratory 
symbol. 

Pounds    steam    at    compression    by 
indicator. 

Weight  of  steam 
per  revolution,  by 
tank. 

Weight  of  mixture 
in  cylinder  per 
revolution. 

Jfer  centol  mixture 
present  as  steam 
at  cut-off. 

Per  cent  of  mixture 
present  as  steam 
at  release. 

Reevaporation  per 
revolution. 

Reevaporation  per 
I.  H.  P.  per  hour. 

Right  side. 

Left  side. 

Total. 

H.  E. 

C.  E. 

H.  E. 

C.  E. 

2 

128 

129 

ISO 

131 

133 

133 

134 

135 

136 

137 

138 

48 
49 
50 
51 
52 
53 
54 
55 
56 
57 
58 

59 
60 
61 
62 
63 
64 
65 
66 

2O-6-l8o 
20-8-l8o 
2O-IO-I8O 
30-2-180 
30-4-180 
30-6-180 
30-8-180 
30-10-180 
40-2-180 
40-4-180 
40-6-180 
40-8-180 
40-10-180 
50-2-180 
50-4-180 
50-6-180 
50-8-180 
60-4-180 
66-6-180 

0.0598 

-0538 
.0466 

•0745 
.0800 
.0700 
.0619 
.0621 
•0874 
.0806 
.0749 
.0789 

-0747 
.0869 
.0861 
.0880 
.0902 
.IO22 
.0996 

3-0552 
.0482 
•0503 
.0683 
-0651 
•0563 
.0625 
.0628 
.0714 
.0719 
.0687 
.0720 
.0732 
.0809 
.0776 
•0789 
.0770 
.0854 
•0915 

3-0595 
.0500 
.0486 
.0746 
.0839 
0649 
.0586 
.0602 
.0844 
.0794 
•0763 
.0727 

.0751 
.0892 
•0853 
.0849 
.0864 
.0835 
.0859 

3.0586 
.0521 
.0489 
.0726 
.0687 
.0645 
.0581 
.0662 
.0782 

•0754 
.0718 
.0771 
.0796 
.0832 
.0802 
.0841 
.0780 
.0839 
.0817 

3-233I 
.  2041 
.1944 
.  2900 
.2997 

•2557 
.  2411 

.2513 
•3214 
•3077 
.2917 
.3007 
.3026 
•  3402 
•3293 
-3359 
-33i6 
-3550 
.3587 

Lbs. 
I.45IO 
1.8234 

Lbs. 
1.6841 

2.0275 

71.4 
73-3 

77-6 

78.2 

Lbs. 
3.  IO6O 
.0978 
.0283 
.0944 
.1005 
.0791 
.O6O2 
.0279 
.0742 

•0753 
.0859 
.0703 
.0360 
.0668 
.0640 
.0526 
.OI7O 
.0690 
.0250 

Lbs. 
I.860I 
1.3910 
0.3365 
3  •  5300 
2.7615 
1.7630 
0.9720 
0.3758 
3-3500 
2.2822 
1.9030 
1.3611 
0.5556 
3  .  6400 

2  .2706 

I  .  4090 

0.3592 
2.7495 
0.7303 

D.7I05 
3.9275 
I.I050 
I  •  5480 

I  .  0005 
I  .2272 
I  .  3607 
1.7891 

71.0 
70.4 
75-2 
77-2 

80.4 
78.6 
81.0 
80.6 

0-5737 
0.7940 
1.0673 
I-3354 

0.8951 
I  .  1017 

1-3590 
1.6361 

74-8 
75-6 

77-3 
76.1 

83-1 
82.4 
83-6 
80.4 

0.4880 
0.6885 
0.9280 

0.8282 
1.0177 
1.2639 

76  4 
77-2 
76.9 

83.5 
83-4 
81.0 

6? 
68 

69 
7° 
'i 

72 
73 
74 
75 
76 
77 
78 
79 
80 
81 
82 

83 
84 

20-4-160 
2O-6-l6o 
20-8-l6o 
2O-IO-l6o 
30-4-160 
30-6-160 
30-8-160 
30-10-160 
30-12-160 
40-4-160 
40-6-160 
40-8-  i  6c 
40-10-160 
50-4-  i  6c 
50-6-  i  6c 
50-8-1  6c 
60-4-160 
60-6-  i  6c 

-0654 
.0587 
.0508 

•0455 
.0717 
.0670 
•0635 
.0638 

•0555 
.0780 
.0785 
.0758 
.0636 
.0801 
.0796 
.0851 
.0978 
.0901 

.0661 
.0647 
.0478 

•0437 
.0701 
.0678 
•0613 
.0586 

•0544 
.0806 
.0772 
.0705 
.0717 
.0845 

•0793 
.0708 
•0787 
.0758 

•0655 
0561 
.0492 
.0431 

•0743 
.0632 
.0611 
.0564 
•0549 
-0738 
-0697 
.0692 
•  0635 
.0843 

•0753 
•  0709 
.0850 
•0795 

.0629 

.0555 
.0510 

•0433 
.0709 
.0622 
.0612 
-0575 
-0550 
.0789 
.0738 
•0755 
.0663 
.0861 
.0778 
.0628 
.0762 
.0788 

-2599 
•  2351 
.1988 
.1756 
.2870 
.2602 
.2471 

-2363 
.2198 

•3"3 
.3002 
.2910 
.2651 

•3351 
.3120 
.2896 

•3377 
.3242 

1.0536 
L3245 
i  .6229 

I.3I35 
1-5595 
1.8217 

64.4 

70-5 
71.2 

70.2 
76-3 
76.7 

•0759 
.0903 
.  IOOO 

.0685 
.0764 

.0653 
.0805 

.0369 

.0422 

•  0515 
.0489 
.0606 

.0556 
•0572 
.0340 

.0407 

.0499 
.0398 

2.OIOO 
I-770I 
1.6930 
0.8960 

3  •  2400 
I.49I3 
1.5204 

0-5737 
0-5767 
1.9013 
I.3I53 
i  •  3094 
0.9580 
2.442 

1-0453 
0.9643 
2.4181 
i  -  3458 

0.8323 
i  .0071 
i  •  3594 

i  .  1192 

I-37I3 
i  .6065 

68.9 
72.7 
75-6 

75-7 
77-0 
80.0 

0.7176 

0-9541 
1.2237 

i  .0289 

1-2543 
I.5I47 

71-3 
74-0 
75-3 

76.4 
77-9 
79-3 

0.6251 
0.8497 

0.9602 
i  .  1617 

72.1 
75-3 

78.1 
78.2 

85 
86 

87 
88 

89 
90 

9i 
92 

93 
94 
95 
96 
97 

20-4-1  2C 

2O-8-I2C 
2O-I2-I2C 
30-4-1  2C 
3O-8-  1  2C 

30-1  4-1  2C 

40-4-1  2( 
40-8—  I  2( 
4O-I2-I2< 
50-4-1  2< 
50-8-12 
5O-II-I2 
60-8-12 

)     .  0608 

>     -0491 
)     .  0462 
)     .0725 
>     -0567 
>     .0458 
)     .0741 
3     .063^ 
3      .059? 
3      .O8O1 

3    .077/ 

3      .065^ 
3      .076 

.0649 
.0498 
.0403 
.0688 
•0559 
-0452 
.0772 
I      .0641 

;   .  069* 
•  083; 
i.   .  069* 

5     .062; 

i   .069: 

.0659 
.0483 
.0378 
.0627 

•  0535 
.0450 
•  076; 
•  057^ 
-054; 
.070- 
.0660 
.060: 
.064^ 

.0638 

•0475 
•0390 
.0671 
•0555 
>    -0452 
•0744 
,     .0588 
»     .os6c 
'     -076; 
>    .  o68c 
>     .  064* 
\.    .067: 

•2552 
•1947 
•  1633 
.2711 

.222^ 
.1813 
•3023 
•2442 
)      .  24OI 

•  3ioS 
>     .2821 
$     .1932 

!       .277C 

0.7450 
1.232 

i.77ic 

0-5973 
i  .0720 
1.781; 

0-4747 
0.914; 
i  •  35o; 
0.407^ 
0.823; 
i.093< 

i  .0004 
1.4267 

1-9343 
0.8684 
i  .  294; 
i  .9626 
0.777C 
1.1588 
5  i  •  5904 
^0.7182 

!   I.I05; 
)  1.286: 

162.2 

71.1 

78.6 
66.8 
71.4 
83-1 
'70-5 
76.1 
^3-2 

72.5 
179.2 
86.  £ 

70.7 
76.1 
79.8 
72.0 
74-6 
84.7 

79-5 
78.0 

85-5 
80.5 
82.7 
90.3 

.0844 
.0691 
.0223 
.0452 

.0412 

.0339 
.0713 

.0224 

.0354 

.0669 

.0382 
.0455 
.0557 

3-6830 
i  .6120 
0.3637 
2-3178 

I  .  1122 

0.5771 
4.5000 

0.6771 
0.7475 
5-5500 
I.3I60 
I.2I37 
2.1974 

u8 


HIGH   STEAM-PRESSURES  IN   LOCOMOTIVE   SERVICE. 


TABLE  21. — Performance  of  the  locomoti-ve  as  a  -whole. 


Designation  of  tests. 

Locomotive  performance. 

Number. 

Laboratory 
symbol. 

Draw-bar 
pull. 

Dynamom- 
eter 
horse- 
power. 

Machine  friction. 

Steam 
per 
D.  H.  P. 
per  hour. 

Coal 
per 
D.H.P. 

i?er 
hour. 

M.  E.  P. 

Per  cent 
I.  H.  P. 

Horse- 
power. 

1 

2 

139 

140 

141 

143 

143 

144 

145 

I 
ia 

2 

3 
30 
4 
5 
5° 
6 

7 
8 

9 

10 

ii 

12 

20-2-240 
20-2-240 
20-4-240 
20-6-240 
20-6-240 
20-8-240 
30-2-240 
30-2-240 
30-4-240 
40-6-240 
40-2-240 
40-4-240 
40—6—240 
50-2-240 
50-4-240 

Lbs. 
4690 

6690 
7626 

4554 
4897 

3370 
4259 

2979 

242.41 

357-59 
405  .  02 

364.04 
391.08 

358.46 
453-45 

404.73 

Lbs. 
7.41 

7*36 
13.16 

•    I  .02 

I  I  .  21 

6.70 
I  2.  O6 

6.02 

12.31 

8.90 

13-30 

J-95 
16.90 

15.00 
19.90 

13.00 

34-04 

Lbs. 
29-99 

Lbs. 
3-8.7 

34-93 
62.08 

27.77 
27-77 

3-63 
5-oi 

7-25 

25-99 

3-35 

79-56 

29-39 

4.68 

63-32 

1  1  2  .  8O 

28.42 
29.80 

3-92 
4.81 

60.77 

28.73 

3.61 

13 

14 
15 

16 

17 
18 

19 

20 
21 
22 
23 
24 
25 
26 

27 
28 

2O-2-22O 
2O-4-22O 
2O-6-22O 
20-8-220 
3O-2-22O 
30-4-22O 
3O-6-22O 
3O-8-22O 
4O-2-22O 
40-4-220 
40-6-220 
50-2-22O 
5O-4-22O 
50-6-220 
60-4-220 
60-6-220 

443i 
Engine 
Engine 
9190 
336o 

4764 
6239 

2927 
3963 

2255 
3617 

234-73 
on  blockii 
on  blocki] 

49I-63 
268.42 
380.86 
499.14 

312.97 
406.20 

300.24 
481.62 

4-37 
ig- 
ig- 
8.68 

7-31 
9-38 
8.50 

6.  14 
10.87 

6.'7i 
6.81 

8.06 

7.76 
16.20 
14.92 
10.78 

15-70 
20.20 

20.70 

14-34 

20.6O 

41-39 
51-90 
65.63 
60-35 

30.16 

28.04 

31-75 
28.14 
26.43 

3-55 

4-23 
4.08 
3-86 
3-74 

58.49 
102  .87 

30-37 
29.68 

3-88 
3-95 

78.55 
80.67 

23.18 
28.07 

4-35 

4.17 

29 
30 
31 

32 

33 
34 
35 
36 
37 
38 
39 
40 

4i 
42 
43 
44 
45 

2O-2-2OO 
2O-4-2OO 
2O-6-2OO 
20-8-200 
3O-2—2OO 
30-4-200 
3O-6-2OO 
3O-8-2OO 
4O-2-2OO 
4O-4-2OO 
40-6-200 
4O-8-200 
5O-2-2OO 
50-4-200 
5O-6-2OO 
6O-4-2OO 
6O-6-2OO 

357i 
4943 
6309 

8375 
2965 

3847 
538o 

2257 
3622 

1799 
3434 

i  89  .  64 
262.21 
337-07 
445  •  50 
237-4I 
307.40 
430.09 

240  .  46 
386.13 

239-49 
458-02 

7.18 
5  37 
7-95 
5-86 

4-43 
8-37 
8-33 

6.97 
6-59 

7-  '56 
5-6o 

15-20 
8.80 
10.30 
5.80 
ii  .70 
16.20 
12-09 

21.50 
13.90 

27.  20 
i-43 

33.83 
25.41 
38.75 
27.40 

31-54 
59-69 

59-12 

33.38 
28.79 
29.01 

27-93 
30.66 
30.69 
28.33 

4.08 
3-85 
4-38 
3-73 
3-94 
4-39 
3-87 

66.12 
62.75 

34-27 
28.68 

4.28 
3.82 

89-56 
6.40 

35-73 
26.14 

4-44 
3-45 

46 

47 

2O-2-I8O 
2O-4-I80 

2814 
4*95 

150.47 
224.50 

8-74 

8.22 

21  .6l 
I4.83 

41.49 
39-09 

36.71 
3L42 

4.86 
4.  26 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 
TABLE  21. — Performance  of  the  locomotive  as  a  whole — -Continued. 


119 


Designation  of  tests. 

Locomotive  performance. 

Number. 

Laboratory 
symbol. 

Draw-bar 
pull. 

Dynamom- 
eter 
horse- 
power. 

Machine  friction. 

Steam 
per 
D.  H.  P. 
per  hour. 

Coal 
per 
D.H.  P. 
per 

hour. 

M.  E.  P. 

Per  cent 
I.  H.  P. 

Horse- 
power. 

1 

8 

139 

14O 

141 

148 

143 

144 

145 

48 
49 
50 
5i 
52 
53 
54 
55 
56 
57 
58 
59 
60 
61 
62 
63 
64 
65 
66 

20-6-lSo 
20-8-180 
2O-IO-I8O 
30-2-180 
30-4-180 
30-6-l8o 
30-8-180 
3O-IO-I8O 
40-2-180 
40-4-180 
40-6-180 
40-8-180 
4O-IO-I8O 
5O-2-I8O 
50-4-180 
50-6-180 
50-8-180 
60-4-180 
6O-6-I8O 

Lbs. 
5377 
6900 

2179 
3283 
4188 
5856 

1726 
2890 
4°39 
5H2 

1305 
2249 
3355 

287.33 
268  .  60 

174.92 
261.05 
334.48 
470.15 

I8I.57 
308  -  54 
427.88 
553-30 

173.80 
298.89 
453-44 

Lbs. 
9.89 
9.08 

s!48 
8.05 
8.26 
10.74 

8.20 

8.18 
10.31 
5-95 

7.96 
9.48 
8-35 

13-99 
10.47 

25.70 
17.90 
14.90 
13.90 

29-93 
20.09 
18.36 
9.28 

35.13 
27.21 
i8.ii 

46.74 
43-10 

Lbs. 
29.58 
28.94 

Lbs. 
4.17 
4-36 

60.83 
56.95 
58.79 
76.  II 

35-77 
31.00 
28.95 
28.60 

4.24 

4-45 
5-00 

5-33 

77-56 
77.61 
96.  2O 
56.61 

36.90 

30.15 
28.98 
28.50 

4-34 
3-73 
4-94 

5-22 

94.18 
111-77 
99.96 

40.47 
33-56 
30.36 

4.82 

4.27 
4-57 

67 
68 
69 
70 

7i 

72 
73 
74 
75 
76 
77 
78 
79 
80 
81 
82 

83 
84 

20-4-160 
20-6-160 
20-8-160 
2O-IO-I6O 
30-4-160 
30-6-160 
3O-8-l6o 
30-IO-l6o 
30-12-160 
40—4—160 
40-6-160 
40-8-160 
4O-IO-l6o 
50-4-160 
50-6-160 
50-8-160 
60-4-160 
6o-6-l6o 

3281 
473i 
5939 

2655 
3786 
5130 

Engine 
Engine 
4466 

1918 
Engine 

174.69 

252  .  20 
316.42 

21  I  .90 
302  .  50 
410.86 

on  block  in 
on  block  in 

478.44 

255-6o 
on  blockin 

9.48 
9.76 
6.07 

8-49 
ii  45 

7.61 

g- 

g- 
6.79 

6.97 
g- 

20.42 
I5-50 
8.32 

22.  II 
21.18 

II  .62 

II  .90 

24.40 

44-83 
46.22 
28.65 

35-25 
30.94 
30.01 

4.14 
3-79 
4-36 

60.  18 
81.30 

54-19 

34-50 
32.08 
29.07 

4-15 

3-87 

64-43 

30.06 

4.78 

82.70 

35-75 

4-36 

85 
86 

87 
88 
89 
90 

9i 

92 

93 
94 
95 
96 
97 

2O-4-I2O 
2O-8-I2O 
2O-I2-I2O 
30-4-120 
3O-8-I2O 
30-14-120 
40-4-120 
4O-8-I2O 
4O-I2-I2O 
50-4-120 
5O-8-I2O 
5O-II-I2O 

60-8-1  20 

1960 
2700 

6i57 

1277 

3369 
6258 
1190 
2697 
5060 
866 
2804 
3513 

104.50 
143-39 
326.73 
102.08 
269.46 
500.58 
126.95 
287.68 
540.81 
"5-44 
373-45 
472.90 

6.25 
23-15 
6.40 
9.71 
7.89 
1.89 
6.04 
10.60 
1.49 
5-26 
4-55 
6-74 

22.O4 

43-20 

8-45 
40.31 
17.21 
2.61 

31.10 
25.80 

2.55 
34-40 

I  2.  60 

14.56 

29.50 
109.41 
30.18 
68.94 
56-03 

13-43 
57-io 
100.24 
14.  16 
60.59 

54-H 
80.63 

41.64 
50.03 
3I-56 
5I-30 
33-17 
3i-i3 
43-78 
37-20 
29.27 
51.62 
32.22 
34-15 

5-12 
6.  21 

3-98 
5-90 

4.01 

4.41 

5-12 

4.60 

4.  22 

5-93 
4.20 
4.80 

I2O 


HIGH  STEAM-PRESSURES   IX  LOCOMOTIVE   SERVICE. 


TABLE  22. — Comparative  performance  of  the  locomotive  assuming  irregularities  in  th?  results 
of  individual  tests  to  have  been  eliminated. 


Designation  of 
tests. 

Corrected  locomotive  performance. 

Laboratory 
symbol. 

5 

Kqiiiviilent  Hleuin  to 
e  nglne  per  hour, 
I'eetl-waterat60el' 

*.  *s^ 
w  v.  :  - 

"la 

5s  ij 
•**l 

>$~- 
•5  =  111 

cav.- 

s 

Dry  coal  fired  per 
hour  corrected  by 
equation, 

Dry  cottl  per  1  II  1' 
per  hour. 

a5 

•fc 

>^z 

Machine  friction. 

: 

i  r,  .- 

I 

_ 

u 

_  = 

-  ~ 
~    z_ 

=  .• 

^  — 

~  r 

-                        5 

*     *"     ! 

-           K    '     & 

1     \            8 

146 

147        148 

149 

150     151       152        153 

1 

1.14 

156 

un 

I 
10 

I 

3 

3ft 
4 
5 
& 
6 

7 
8 

9 
10 

:  : 

20-2—240 
20-2-240 
20-4-240 
20-6-240 
20-6-240 
20-8—240 
30-2-240 
30-2-240 
30-4-240 
30-6-240 
40-2—240 
40-4-240 
40-6-240 
50-2-240 
50-4-240 

8803 

9  835 

Lta. 
§95 

1    Lks 

:    :_   ::    ^ 

6.5'  30.8 

8.5^  40.2 
9-3    44-0 

ii  .  i 

Lbt. 
245.64600 

Lbs.       Lbs 
3.6435  86 

12008 
I36I4 

9  298 
9.029 

1291 
1508 

3-29 
3  23 

30-59 
29.12 

IO.2 

94 

352-36610 
422.87930 

3.6634-08 
3.5632.20 



....   1 

"444 

9.392 

1218 

3-28 

30.82    6.51  46.1 

12  4 

:."    : 

4060 

3  7435  19 

I38SS    S-9S3   1546  )    28 
I 

29-51    8.5 

60.4    12.8410.25127 

3-7733-85 

12320   9-245 
16320   8.576 

13333-16 
19033  36 

....!.. 

29.20   6.5    61.5    14  6360.33379 
28.82    8.5»  80.5    14.2485.84550 

:          i            i            1            1 

3.6934.19  1 
39'  33  59 

I4066J  8.953 

15713  37 

30.21'  6.5!  76.9    i6.5388.629ioU.0436.i9 

«3 

:- 
15 
16 

"7 
i? 

19 
!   2O 

:  : 
22 

23 
24 

--; 
26 
27 

28 

2O-2—  22O 
20-4—220 
20-6-220 
20-8-220 
30-2-220 
30-4-220 
30-6-220 
30-8—220 
4O-2—22O 
40-4—220 
40-6-220 
50-2-220 
50-4-220 
50-6-220 
60-4-220 
6O-6—22O 

«;;: 
I068l 

13294 
16653 
10286 
12976 
I59I5 

9.878 

9  519 
9-082 
-    =:: 
9  585 
9  136 
8.644 

864 

1122 
1463 
1954 
1073 
I42O 
1841 

3.3833.42 
3.2731.15 
3-3930-Si 
3.6631.24 
3  3532-11 
3.20  29.06 

3.2928.44 

6-5 
8-5 
93 
8-4 
6-5 
8-5 
9-3 

30.8 
40.2 
44-0 
39  8 
46.1 
60.4 
66  o 

12.0224.542103.8438.01 

ii.  7  302.  6  56703-71  35-29 
10.  2^387.  4|!726o3-77  34-31   i 
7  5|493-292503  96;  33  76 
14.4  274.21343013.91  37  5i 
13-51386.  i  4820  3.68:33-60 
1  1.  8^493.  5^6170  U.  73  32  25 
...             t                      i 

II47I 
14549 

9.387!   1222 
8-873    1638 

3-29 

3-21 

30-87 

:-    ;- 

6-5 
8-5 

61.5 
80.5 

16.5310.0 
15.8428.6 

29103.94 
402013  -82 

37-00 
33-94 

I2OI7 
16343 

9-296    1292 

8-573  »9o6 

3.41  31.72 
3.3929.08 

6-5 
8-5 

76.9 
100.6 

20.3301.9 
17.9461.7 

22604.28 
34604-13 

39  80 
35  40 

1 

.... 

29 
30 
31 

:- 
" 
'- 
:: 
36 
--- 

!  38 

i  39 
|  40 

4i 

£ 

44 

!  45 

20-2-200 
20-4—200 
20-6-2OO 
2O-B-2OO 
30-2-200 
30-4-200 
30-6-200 
30-8-200 
40-2—200 
40-4-200 
4O-6-2OO 
4O-S-2OO 
50-2-200 
50-4-200 
50-6-200 
60-4-200 
60-6-200 

7632 
9100 

1  1774 
15011 
8768 
"354 
14685 

10.029 
9-784 
9-337 
8-795 
9-839 
9.406 
-    -5 

76l  3.4034.14 
9303-2331.64 
I26l  3-3531-33 
17073.6031.74 

891  3  3132  60 
12073.2930.92 
16593.3930.00 

6-5 
8-5 
9-3 
8.4 

6-5 
8-5 
93 

'-      ~ 
40.2 
44-0 
39  8 
46.1 
60.4 
66.0 

13  8 
14.0 
ii.  7 
8-4 
I   17  i 
16.4 
13-5 

192.7 

247  4 
i33i  -8 

433  -i 

222.8 

306.7 

423.2 

36103.9439.61 
46403.7536.78 
62203.8035.48 
81203.9434.66 
27804.0039.35 
38303.9337.02 
529013.9234.70 

9934    9  644 
i336i    9  071 
17822    8.321 

1030 

»473 
2142 

3.3632.40 

3.28h29.-6 
3-541  29  54 

-i      -    - 

. 
86. 
95 

2-3 

61.5 
80.5 
88.0 

20.  o 
17.9 
14-5 

245  I 
368.4 
517-2 

3300 
3450 
4850 

4-22 
4.OO 
4.14 

40-53 
36-27 
34  46 

10206    9-599 
14431    8.892 

1074 
1623 

3-26 
3-49 

31-02 

31.08 

6-5 
8-5 

76.9 
100.6 

"23.4252.1 
1-6:363.6 

1890 
2730 

14.26 
4-46 

40.48 
39  69 

| 

46  1  20-2-180 
47      20-4-180 

6638 
8475 

10.195 
9.888 

651  3  -4«  34-  57|   6-5 
85813  2532-15    8.5 

i 

30-8 
40.2 

16.0161.2 
15-3223.4 

3020 
4190 

4.04[4i-i8 
3  8437-94 

HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE    SERVICE. 


121 


TABLE  22. — Comparative  performance  of  the  locomotive  assuming  irregularities  in  the  results 
of  individual  tests  to  have  been  eliminated. 


Designation  of 
tests. 

Corrected  locomotive  performance. 

Number. 

Laboratory 
symbol. 

=  ufe 

eii 

2  <-  ~a 
«  w  n 

O.  u 

c  wg 
v  a  > 

rsi 

•"    53    u 
g.0fe 

w 

^  >.  a  • 

v  *  °a 
G-°l- 

_•       3<N 
Qu-,  PIN 

>  0<U^ 
v     >.o 

•a-c"2 

>*  - 

•si 

D1  &  O^ 

W 

M 

!* 
«sg  . 

fe  c' 

12-2 

O       *J 

°s§ 

b*? 
Q 

pi 
B 
M  »< 

i.  3 
OJ  O 
O.J3 

^H    IH 

ej  o 
OP. 

>> 
Q 

i* 

v  ^ 

ft§ 
5k 

Co   Q) 
V  Q. 

"pi 

1* 
«S~ 

Machine  friction. 

V 

I* 

o 

£  u 

«s 
Is 

la 
3 

>> 

Q 

a 

h 

a 
.a 

o! 

O 

K 

Hi 

B 
«§ 

S45 

a 
"3 

0 

o 

<u    • 

Z* 

B  o 

CSJS 

f  fc 

™  o. 

B_> 

_«PL| 

~5  ^ 

!» 

h 

W 

S 

& 

B 

PH' 

aj 

c 
o 

kl 

O 

PH 

1 

2 

146 

147 

148 

149 

150 

151 

152 

153 

154 

155 

156 

157 

48 
49 
50 
5i 
52 
53 
54 
55 
56 
57 
58 

59 
60 
61 
62 
63 
64 
65 
66 

2O-6-l8o 
20-8-l8o 
2O-IO-l8o 
30-2-180 
30-4-180 
30-6—180 
30-8-180 
3O-IO-l8o 
40-2-180 
40-4-180 
40-6-180 
40-8-180 
40-10-180 
50-2-180 
50-4-180 
50-6-180 
50-8-180 
60-4-180 
60-6-180 

Lbs. 
IO226 

12833 

9-595 
9-!57 

Lbs. 
1066 
1401 

L6j.       Lfo. 
3.I930.6I 
3-403I.I7 

9-3 

8.4 

44.0 
39-8 

13.2 
9-7 

290.  J 
37r-9 

Lbs. 
5440 
6970 

Lbs. 
3.67 
3-77 

Lbs. 

35.25 
34-51 

7523 
9722 
"633 
16156 

10.047 
9.680 
9.360 
8.604 

749 
1004 

1243 
1878 

3.18 
3.16 

3-16 

3-44 

31-91 
30.65 
29.58 
29-57 

6-5 
8-5 
9-3 
8.4 

46.  i 
60.4 
66.0 
59-6 

19-5 
19.1 
16.8 
10.9 

189.6 
256-7 
327-3 
486.7 

2370 
3210 
4090 
6080 

3-95 
3-9i 
3-8o 
3-86 

39-68 

37-87 
35-54 
33-20 

8069 
III77 
14907 
18949 

9-956 
9-436 
8.813 
8-137 

810 
1184 
1691 
2329 

3-12 
3-07 
3-23 
3-82 

3I-H 

28.94 
28.44 
3I-07 

6-5 
8-5 
9-3 
8.4 

161.5 
80.5 
88.0 
79-5 

23-7 

20.8 

16.8 
13-0 

197.6 
305-7 
436.1 
530.4 

I850 
2870 
4090 
4970 

4.  10 
3-87 
3-88 

4-39 

40.84 
36.56 

34.18 
35-73 

8578 
12061 
16567 

9.871 
9.288 
8.535 

869 
1299 
1941 

3-24 
3-i6 
3-5i 

32.01 

29-37 
29.94 

6-5 
8.5 
9-3 

76.9 
100.6 
no.  i 

28.7 
24-5 
19.9 

191  .  i 
310.0 

443-2 

M30 
2320 
2320 

4-55 
4.19 

4.38 

44.88 
38.90 
37-40 

67 
68 

69 
70 

7i 

72 
73 
74 
75 
76 

77 
78 
79 
80 
81 
82 

83 

84 

20-4-160 
20-6-l6o 
2O-8-l6o 
2O-IO-l6o 
30-4-160 
30-6-160 
30-8-160 
30-10-160 
30-12-160 
40-4-160 
40-6-160 
40-8-160 
40-10-160 
50-4-160 
50-6-160 
50-8-160 
60-4-160 
60-6-160 

7396 
9379 
11392 

10.068     734 
9-737     963 

9.400     I  21  2 

3-34 
3-27 
3.5i 

33.69 
31.87 
33-02 

8-5 
9-3 
8-4 

40.2 
44-0 

39-8 

18.4 
14.9 
ii.  5 

1/9-3 
250.4 
305-2 

336o 
4690 
5720 

4.09 
3-85 
3-97 

41-25 
37-44 

37-33 

8785 
11663 
M347 

9.836       893 
9.355     I246 

8.906   1611 

3.28 
3-25 
3-46 

32  .  28 
30.38 
30-85 

8-5 
9-3 

8.4 

60.4 
66.0 

59-6 

22.  2 
17.2 
12.8 

211.7 
317.9 
405-4 

2640 
3970 
50/o 

4.  22 
3-92 

3-97 

41.50 
36.69 
35-39 



10106 
13406 

17246 

9-6i5 
9.065 
8.421 

1051 

1478 
2048 

3-3i 
3-43 
3.76 

31-83 
3T-05 
31-70 

8-5 
9-3 
8-4 

80.5 
88.0 

79-5 

25.4 
2O.4 
I4.6 

237.0 
343-7 
464-4 

2  2  2O 
322O 
4350 

4-43 
4-30 
4.41 

42-64 
39-00 
37-14 

10982 
14940 

9.469 
8.807 

1160 
1696 

3-43 
3-56 

32.47 
31-39 

8.5 
9-3 

100.6 

IIO.  I 

29.7 
23.1 

237-7 
365-8 

1773 
2740 

4.89 
4-64 

46.20 

40.84 

85 
86 

87 
88 
89 
90 

9i 
92 

93 
94 
95 
96 
97 

20-4-120 
2O-8-I2O 
20-12-120 
3O-4-I2O 
30-8-120 
30-14-120 
4O-4-I2O 
4O-8-I2O 
4O-I  2—1  2O 
50-4-120 
50-8-120 
5O-II-I2O 
6O-8-I20 

5215 
8592 
12329 
6269 
10683 
18654 
6649 
12796 
18942 
7129 
I437I 
*93i7 

10.433 
9.869 
9.244 
10.257 

9-5I9 
8.186 

10.193 
9.  1  66 
8.138 
10.113 
8.902 
8.075 

500 

871 

1333 
611 

1122 

->    T  —  V 

22/O 

652 
1396 
2328 
704 
1614 
2391 

3-73 
3-44 
3-73 
3-57 
3-45 
4-43 
3-54 
3-59 
4.  20 
4.00 
3-77 
4-32 

38.92 
33-99 
34-52 
36.69 
32.80 
36.29 

36.13 
32.89 
34-12 
40-5I 
33-6i 
34-90 

8-5 
8-4 
5-c 
8.5 
8.4 
3-0 

8-5 
8.4 
5-0 
8-5 
8.4 
6.0 

4O.  2 

39-8 

23-7 
60.4 
59-6 
21.3 
80.5 

79-5 
47-3 
100.6 

99-4 
71.0 

30.0 
15-7 

6.5 
35-4 
18.3 
4.1 

43-7 
20.4 

8-5 
57-2 
23.2 

12.8 

93-8 
213.0 
333-2 
no.  6 
265.9 
492.7 
103.5 
309-5 
507-5 
75-4 
328.2 

482.5 

1760 
3990 
6250 
1380 

332C 
6i6c 
97C 
2900 
476c 
560 
2460 
3620 

5-33 
4.09 
4.00 
5-52 

1.22 
*.62 
5.30 
4-51 
4-58 

9-34 
4.91 

4-95 

55-59 
40-34 
37-oo 
56.68 
40.  1  8 
37-86 
64.24 
41-34 
37-32 
94-55 
43-79 
40.04 

APPENDIX  III. 


DATA  CONCERNING  LOCOMOTIVE  BOILERS. 

For  the  purpose  of  securing  information  concerning  the  weight  of  boilers 
designed  for  different  pressures  and  for  different  capacities,  the  assistance  of 
the  Schenectady  Locomotive  Works,  as  represented  by  Mr.  J.  E.  Sague,  was 
sought  and  generously  given.  The  following  from  the  correspondence  shows 
the  nature  and  extent  of  the  information  request. 

i.  Weight  of  boilers  for  different  pressures. — 'Locate  the  general  lines  of  a 
representative  radial  stay,  moderately  wide  fire-box  boiler  having  2000  feet 
of  heating-surface  as  shown  by  fig.  120.  By  general  lines  of  the  boiler  is 
meant  the  outline  and  dimensions  without  any  reference  to  thickness  of 
plates  or  character  of  joints.  Making  use  of  this  outline,  the  following 
information  is  desired: 

(a)  Weight  of  complete  boiler  when  designed  for  160  pounds  pressure. 

(6)  Weight  of  complete  boiler  when  designed  for  190  pounds  pressure. 

(c)  Weight  of  complete  boiler  when  designed  for  220  pounds  pressure. 

(d)  Weight  of  complete  boiler  when  designed  for  250  pounds  pressure. 

(e)  Cubic  feet  of  water  when  filled  to  middle  gage. 

(/)  Cubic  feet  of  steam  space  when  the  water  is  at  middle  gage. 
An  alternative  plan. — If  the  data  on  file  should  be  sufficient,  it  is  possible 
that  work  can  be  saved  and  the  information  desired  obtained  by  plotting  the 
weight  per  foot  of  heating- surface  of  certain  existing  boilers  in  order  that  the 
relation  between  weight  of  boiler  and  the  pressure  to  be  carried  may  be  shown. 
This  is  the  relation  which  it  is  desired  chiefly  to  establish. 


FIG.  120. — Proportions  of  boiler  accepted  as  typical  for  purposes  of  comparison. 

2.  Weight  of  boilers  for  different  capacities. — Design  four  boilers  for  a 
steam-pressure  of  160  pounds,  all  to  be  of  the  same  type  and  to  agree  in 
general  layout  with  the  boiler  covered  by  paragraph  i,  except  that  in  this 
case  the  following  information  is  required. 

(g)  Weight  of  boiler  having  approximately  2000  feet  of  heating  surface. 

(h)  Weight  of  boiler  having  approximately  2500  feet  of  heating  surface. 

(i)  Weight  of  boiler  having  approximately  3000  feet  of  heating  surface. 

(;')   Weight  of  boiler  having  approximately  3500  feet  of  heating  surface. 

(k)   Cubic  feet  of  water  in  eachof  above  boilers  when  filled  to  middle  gage. 

(/)  Cubic  feet  of  steam  space  when  the  boiler  is  filled  to  middle  gage. 


HIGH  STEAM-PRESSURES  IN  LOCOMOTIVE  SERVICE. 


I23 


Explanation. — The  information  asked  for  under  paragraphs  i  and  2,  when 
taken  in  connection  with  results  from  the  laboratory,  should  permit  a  logical 
development  of  the  question  as  to  whether  it  is  better  to  build  larger  boilers 
or  stronger  boilers  when  it  is  desired  to  increase  the  power  of  a  locomotive. 

3.  Cylinders. — The  diameter  and  weight  of  cylinders,  including  pistons  and 
valves  which  could  be  employed  in  connection  with  a  boiler  having  2000  feet 
of  heating-surface,  assuming  the  boiler  to  carry  each  of  the  following  pres- 
sures: (m)  a  pressure  of  250  pounds;  (n)  a  pressure  of  220  pounds;  (o)  a  pres- 
sure of  190  pounds;  (p)  a  pressure  of  160  pounds. 

Explanation. — The  purpose  of  this  information  is  to  determine  the  saving  in 
weight  of  the  machine  parts  resulting  from  the  use  of  high  steam-pressures. 

The  response  to  this  inquiry,  as  prepared  by  Mr.  F.  J.  Cole,  mechanical 
Engineer,  assisted  by  Mr.  C.  D.  Hilferty,  covered  the  following  particulars: 

The  information  requested  is  covered  by  the  several  tables  accompanying, 
values  for  which  were  obtained  as  follows : 

For  table  23  the  boiler  used  on  order  8-155  was  taken  as  a  basis  and  tubes 
were  made  14  feet  long. 

The  actual  weight  of  the  boiler  b  was  known  as  designed  for  190  pounds 
pressure.  The  weights  for  the  other  pressures  were  obtained  by  figuring  the 
change  in  weight  of  boiler  parts  as  thicknesses  were  modified  to  suit  the  various 
pressures,  subtracting  this  change  of  weight  from  boiler  b  for  boiler  a  and  add- 
ing it  for  boilers  c  and  d. 

The  volume  of  the  water  was  figured  from  actual  weight  in  boiler  b  at  190 
pounds  pressure  with  two  gages  and  approximate  corrections  made  for  varia- 
tions of  sheet  thicknesses  in  boilers  a,  c,  and  d.  Steam  volumes  were  obtained 
by  multiplying  the  area  of  segment  of  circle  above  water  line  in  second  ring 
by  the  mean  length  of  steam  space.  The  volume  of  dome  was  neglected  as 
balanced  by  bracing,  etc. 

Verbal  request  was  made  for  the  addition  of  the  column  of  ratios  showing 
weight  of  boiler  per  square  foot  of  heating-surface  and  a  comparison  of  this 
figure  with  that  of  a  number  of  boilers  of  similar  type. 

Satisfactory  figures  for  the  latter  part  of  the  request  can  not  be  given  except 
as  special  boilers  are  chosen  because  of  the  large  variation  in  the  percentage 
of  heating-surface  involved  in  the  tube  area.  The  boilers  of  engines  5377  and 
5508  are  examples.  They  carry  the  same  pressures,  have  same  diameter 
first  ring;  5,377  is  1 1.66  and  5,508  is  19.57. 

TABLE  23. — Boilers  for  different  pressures. 
[See  fig.  120  for  general  design.] 


Weight  of  boiler 

Boiler. 

Pressure. 

Weight. 

Cubic  feet  of 
water. 

Cubic  feet  of 
steam. 

per  square  foot 
of  heating- 

surface. 

a 

1  60 

30679 

262 

71-5 

15.16 

b 

190 

32913 

265 

72-5 

16.26 

C 

22O 

36076 

267 

73-2 

17-85 

d 

250 

38953 

270 

74-4 

19.22 

124 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE. 


Table  24  is  based  on  boiler-cards,  as  noted  in  table  of  miscellaneous  informa- 
tion, and  weights  and  volume  were  figured  same  as  for  Table  I. 

Table  25  is  based  on  weight  of  actual  cylinders  of  boiler  c  with  parts.  Other 
weights  are  estimated,  employing  same  method  as  used  with  boilers.  In 
changing  cylinder  diameters,  the  tractive  power  of  engine  is  considered  as 
a  constant,  and  cylinders  changed  to  offset  pressure  changes. 

TABLE  24. — Boilers  for  different  capacities. 
[See  fig.  120  for  general  design.] 


Extent 

Boiler. 

of  heat- 
ing-sur- 

Weight. 

Cubic  feet  of  water. 

Cubic  feet  of  steam. 

Weight  of  boiler  per 
square  foot  of 

face, 

e 

/ 

heating-surface. 

feet. 

g 

2OOO 

30679 

262 

71-5 

15.16 

h 

2500 

36321 

310 

72.8 

I4-3I 

^ 

3000 

41013 

322 

74.2 

13.61 

J 

3500 

42894 

352 

82.7 

12  .26 

TABLE  25. — Cylinders. 


Weight  of  cylinders 

Cylin- 

Boiler. 

Pressure. 

Cylinder  diameter. 

including  valves 

der. 

and   pistons. 

Inches. 

m 

d 

250 

i6i 

II  ,620 

n 

c 

320 

18 

1  1  ,990 

o 

b 

190 

19 

12  ,240 

P 

a 

1  60 

20£ 

12  ,580 

TABLE  26. — Dimensions  of  boilers  designed  for  different  pressures. 


Tubes. 

Grates. 

I    D.  1st 

Boiler. 

Based  on  card  No. 

Ring. 
Inches. 

No. 

Size. 
Inches. 

Length. 
Feet. 

Length. 
Inches. 

Width. 
Inches. 

Area. 
Sq.  ft. 

a 

138  S  5250 

63 

252 

2 

H 

90 

60 

37-5 

b 

Do. 

63 

252 

2 

H 

90 

60 

37-5 

c 

Do. 

63 

252 

2 

14 

90 

60 

37-5 

d 

Do. 

63 

252 

2 

14 

90 

60 

37-5 

TABLE  27. — Dimensions  of  boilers  designed  for  different  capacities. 


I.  D. 

Tubes. 

Grates. 

Boiler. 

Based  on  card 
No. 

Order 
No. 

ring. 
Inches 

No. 

Size. 
Inches. 

Length. 
Feet. 

Length. 
Inches. 

Width. 
Inches. 

Area. 
SQ.  ft. 

a 

138  S  5250 

121 

63 

258 

2 

14 

go 

60 

37-4 

b 

Do. 

155 

69 

326 

2 

14 

IO2 

65 

46.  i 

c 

599 

Eng.s6i3 

6? 

338 

2 

.16 

102 

65 

46.  i 

d 

138  S  5040 

135 

7o| 

396 

2 

16 

96 

75 

50.0 

APPENDIX  IV. 
AN  EXHIBIT  OF  TYPICAL  INDICATOR  DIAGRAMS. 

This  exhibit  consists  of  cards  representing  eight  different  tests  for  each 
of  the  several  pressures.  The  diagrams  are  designed  to  be  accurate  repro- 
ductions at  full  size  of  actual  cards  as  taken. 

125 


126 


HIGH   STEAM-PRESSURES   IN  LOCOMOTIVE   SERVICE- 


SPEED  40  MILES  PER  HOUR 


SPEED  30  MILES  PER  HOUR 


SPEED  20  MILES  PER  HOUR 

BOILER  PRESSURE  240  POUNDS.     REVERSE  LEVER  4TH  NOTCH  FROM  CENTER 

FORWARD. 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE  SERVICE. 


127 


REVERSE  LEVER  EIGHTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  SIXTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  FOURTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  SECOND  NOTCH  FROM  CENTER  FORWARD 
BOILER  PRESSURE  240  POUNDS.     SPEED  30  MILES  PER  HOUR. 


128 


HIGH   STEAM-PRESSURES    IN   LOCOMOTIVE   SERVICE. 


\N 

\ 
\ 
\ 
\ 
\ 


SPEED  60  MILES  PER  HOUR 


SPEED  50  MILES  PER  HOUR 


SPEED  40  MILES  PER  HOUR 


SPEED  20  MILES  PER  HOUR 


BOILER  PRESSURE  220  POUNDS.     REVERSE  LEVER  FOURTH  NOTCH  FROM  CENTER 

FORWARD. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


129 


REVERSE  LEVER  EIGHTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  SIXTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  FOURTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  SECOND  NOTCH  FROM  CENTER  FORWARD 
BOILER  PRESSURE  220  POUNDS.     SPEED  30  MILES  PER  HOUR. 


130  HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


/  / 


SPEED  60  MILES  PER  HOUR 


SPEED  50  MILES  PER  HOUR 


SPEED  40  MILES  PER  HOUR 


SPEED  20  MILES  PER  HOUR 

BOILER  PRESSURE  200  POUNDS.     REVERSE  LEVER  4TH  NOTCH  FROM  CENTER 

FORWARD. 


HIGH  STEAM-PRESSURES   IN  LOCOMOTIVE  SERVICE. 


oo 

•T-I 
II 

CH 


REVERSE  LEVER  EIGHTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  SIXTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  FOURTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  SECOND  NOTCH  FROM  CENTER  FORWARD 
BOILER  PRESSURE  200  POUNDS.     SPEED  30  MILES  PER  HOUR. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE 


SPEED  60  MILES  PER  HOUR 


SPEED  50  MILES  PER  HOUR 


SPEED  40  MILES  PER  HOUR 


SPEED  20  MILES  PER  HOUR 

BOILER  PRESSURE  180  POUNDS.     REVERSE  LEVER  FOURTH  NOTCH  FROM  CENTER 

FORWARD. 


HIGH   STEAM-PRESSURES  IN  LOCOMOTIVE   SERVICE. 


133 


REVERSE  LEVER  EIGHTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  SIXTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  FOURTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  SECOND  NOTCH  FROM  CENTER  FORWARD 
BOILER  PRESSURE  180  POUNDS.     SPEED  30  MILES  PER  HOUR. 


134 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


h 


SPEED  60  MILES  PER  HOUR 


SPEED  50  MILES  PER  HOUR 


SPEED  40  MILES  PER  HOUR 


SPEED  20  MILES  PER  HOUR 

BOILER  PRESSURE  160  POUNDS.     REVERSE  LEVER  4ra  NOTCH  FROM  CENTER 

FORWARD. 


HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 


135 


REVERSE  LEVER  TENTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  EIGHTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  SIXTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  FOURTH  NOTCH  FROM  CENTER  FORWARD 
BOILER  PRESSURE  160  POUNDS.     SPEED  30  MILES  PER  HOUR. 


136 


HIGH   STEAM- PRESSURES   IN   LOCOMOTIVE   SERVICE 


SPEED  50  MILES  PER  HOUR 


SPEED  40  MILES  PER  HOUR 


SPEED  30  MILES  PER  HOUR 


SPEED  20  MILES  PER  HOUR 

BOILER  PRESSURE  120  POUNDS.     REVERSE  LEVER  4TH  NOTCH  FROM  CENTER 

FORWARD. 


HIGH   STEAM  PRESSURES   IN   LOCOMOTIVE    SERVICE. 


137 


REVERSE  LEVER  FOURTEENTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  EIGHTH  NOTCH  FROM  CENTER  FORWARD 


REVERSE  LEVER  FOURTH  NOTCH  FROM  CENTER  FORWARD 
BOILER  PRESSURE  120  POUNDS.     SPEED  30  MILES  PER  HOUR. 


INC  EX. 

PAGE. 

Acknowledgments 4 

Air,  excess 84 

Air,  per  pound  of  carbon 84 

Alternative  for  higher  steam-pressure 4 

American  Locomotive  Company,  acknowledgment 5 

Analysis  of  coal,  table 8 1 

Ash,  dry 82 

Axle,  illustration  of 68- 

Barometer  pressure 79 

Bashford,  George  M.,  acknowledgment 5 

Boiler  capacity  as  a  factor  in  economical  operation 53 

Boiler  capacity,  increase  made  possible  by  increase  in  weight,  table 54 

Boilers  for  different  capacities,  table 124 

Boilers  for  different  capacities,  weight  of 122 

Boilers  for  different  pressures,  table 123. 

Boilers  for  different  pressures,  weight  of 122 

Boiler  horsepower 83 

Boiler,  illustration  of 65 

Boiler,  leakage 7 

Boiler  performance 8- 

Boiler  performance,  table 98-99 

Boiler  performance  and  draft,  table 96-97 

Boiler  pressure  .  . , 79 

Boiler  pressure,  a  factor  in  economical  operation 49 

Boiler  pressure,  increase  made  possible  by  increase  in  weight,  table 51 

Boiler  pressure  versus  boiler  capacity,  conclusion 56 

Boiler,  repairs 6 

B.  t.  u.  per  indicated  horsepower  per  minute 87 

B.  t.  u.  supplied  engine  per  minute 87 

B.  t.  u.  taken  up  by  boiler  per  minute 83 

B.  t.  u.  taken  up  by  boiler  per  pound  of  combustible 83 

B.  t.  u.  taken  up  by  boiler  per  pound  of  dry  coal 83 

B.  t.  u.  taken  up  by  boiler  per  100  B.  t.  u.  in  coal 83 

B.  t.  u.  taken  up  by  each  pound  of  water 83 

Capacity,  boilers  of  different,  table 124 

Capacity  of  boiler  as  a  factor  in  economical  operation 53 

Capacity  of  boiler,  increase  made  possible  by  increase  in  weight,  table 54 

Capacity  versus  pressure,  conclusions 5<> 

Carbonmonoxide  in  smoke-box  gases,  diagrams 23-24 

Cards,  indicator 25 

Carnegie  Institution  of  Washington,  grant 2,  5,  64 

Characteristics  of  boilers  designed  for  160  pounds  pressure  and  different  capacities, 

table 53 

Chemical  results 84 

Chemical  results,  table 100-101 

Cinders  caught  in  front  end 82 

Clearance,  cylinder 87 

Cleveland,  Cincinnati,  Chicago  and  St.  Louis  Railroad  Company,  acknowledgment .  5 

Coal  analysis,  table 8 1 

Coal  and  steam  consumption,  corrected  results 47 

Coal  consumption 37 

Coal  consumption  under  different  pressures 39 

Coal  fired,  dry 82 

Coal,  kind  of 

Coal  per  dynamometer  horsepower  per  hour 46,  88 

139 


140  HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

PAGE. 

Coal  per  dynamometer  horsepower  per  hour,  corrected  value 89 

Coal  per  dynamometer  horsepower,  hour,  diagrams 47,  48 

Coal  per  hour,  dry 82 

Coal  per  hour,  corrected  value 88 

Coal  per  indicated  horsepower  per  hour 87 

Coal  per  indicated  horsepower,  hour,  diagrams 37,  38 

Coal  per  mile  run , 82 

Coal  per  square  foot  of  grate-surface  per  hour 82 

Coal  per  square  foot  of  heating  surface  per  hour 82 

Coal,  table 94,  95 

Combustible  by  analysis 82 

Composition  of  flue  gases 84 

Composition  of  smoke-box  gases 20 

Conclusions  concerning  boiler  pressure  versus  boiler  capacity 56 

Constants,  horsepower 86 

Consumption  of  coal 37 

Consumption  of  coal  under  different  pressures 39 

Corrected  coal  per  hour 88 

Corrected  coal  per  dynamometer  horsepower,  hour 89 

Corrected  draw-bar  pull 89 

Corrected  dynamometer  horsepower 89 

Corrected  equivalent  evaporation  per  pound  of  dry  coal 88 

Corrected  equivalent  steam  supplied  engine  per  hour . 88 

Corrected  results,  steam  and  coal  consumption 47 

Corrected  steam  per  dynamometer  horsepower  per  hour 89 

Crank  pin,  illustration  of 68 

Crosshead,  illustration  of 67 

Cut-off,  most  efficient  point 30 

Cylinder  clearance 87 

Cylinders,  illustration  of 66 

Cylinder  heads,  illustration  of 76 

Cylinder  performance,  table 1 16,  1 17 

Cylinders,  table  of 124 

Data 3 

Data  concerning  locomotive  boilers 122 

Data  derived  from  tests  and  methods 78 

Data,  summary  of 90 

Date  of  test 79 

Description  of  locomotive  Schenectady  No.  2 62 

Difficulties  in  operating  under  high  steam-pressure 6 

Dimensions  of  locomotive  Schenectady  No.  2 63 

Displacement  of  piston 87 

Draft 17 

Draft  and  boiler  performance,  table 96-97 

Draft  back  of  diaphragm 83 

Draft  diagrams 18, 19,  20 

Draft  in  front  of  diaphragm 83 

Draft  in  fire-box 83 

Draw-bar,  performance  at 42 

Draw-bar  performance  versus  cylinder  performance 42 

Draw-bar  pull 88 

Draw-bar  pull,  corrected  value 89 

Drawings  and  photographs 64 

Dry  ash 82 

Dry  coal  fired 82 

Dry  coal  per  hour 82 

Dry  coal  per  hour,  corrected  value 88 

Dry  pipe,  illustration  of 74 

Dry  pipe  pressure 79 

Duration  of  test 79 

Dynamometer  horsepower s 88 

Dynamometer  horsepower,  coal  per  hour 46 


INDEX.  141 

PAGE. 

Dynamometer  horsepower,  corrected  value 89 

Dynamometer  horsepower,  steam  per  hour 46 

Early  experiments  at  Purdue i 

Eccentric,  illustration  of 69 

Eccentric  blade,  illustration  of 70 

Eccentric  strap,  illustration  of 69 

Endsley,  Louis  E.,  acknowledgment 5 

Engine  performance 25 

Engine  performance,  table 112-113 

Engine  performance  under  different  pressures,  table 40 

Equation  for  evaporative  efficiency 8 

Equation  for  smoke-box  temperatures 14 

Equivalent  evaporation  per  hour 83 

Equivalent  evaporation  per  pound  of  dry  coal 83 

Equivalent  evaporation  per  pound  of  dry  coal,  corrected  value 88 

Equivalent  evaporation  per  square  foot  of  grate  surface  per  hour 83 

Equivalent  evaporation  per  square  foot  of  heating  surface  per  hour 83 

Equivalent  steam  supplied  engine  per  hour,  corrected  value 88 

Evaporative  efficiency 8 

Evaporative  efficiency  as  affected  by  boiler  pressure 9 

Evaporative  efficiency,  equations 8 

Events  of  stroke  from  indicator  cards 84 

Events  of  stroke  from  indicator  cards,  table 102,  103,  104,  105 

Excess  air 84 

Excess  air,  diagrams 22,  23 

Exhaust  pipe,  illustration  of 75 

Experimental  locomotive 2 

Experimental  study i 

Feed  water,  temperature  of 79 

Flue  gases,  composition  of 84 

Frictional  losses 42 

Friction  horsepower,  corrected  value 89 

Friction  mean  effective  pressure,  diagrams 43,  44,  45 

Friction  of  machine 42 

Friction  of  machine  in  terms  of  mean  effective  pressure 89 

Front-end  cinders 82 

Gases,  smoke-box 20 

General  conditions,  table 90-91 

Gibbs,  A.  W.,  acknowledgment. . .  . , 5 

Grant  by  Carnegie  Institution  of  Washington 2-64 

Guides,  illustration  of 68 

High  pressures,  difficulties  in  operating  under 6 

Horsepower,  boiler 83 

Horsepower  constants 86 

Horsepower,  indicated 30 

Horsepower,  machine  friction 88 

Horsepower,  machine  friction,  corrected  value 89 

Horsepower,  steam  per  hour 30 

Indicated  horsepower 30,  86 

Indicated  horsepower,  diagrams 31,  32,  33 

Indicator  cards 25 

Indicator  cards,  diagrams 26,  27 

Indicator  cards,  typical 126 

Interruption  of  tests 6 

Jutte  &  Company,  acknowledgment 5 

Kind  of  coal 8 1 

Laboratory  symbol 79 

Laboratory,  temperature  of 79 

Lake  Erie  and  Western  Railroad  Company,  acknowledgment 4 

Laws,  T.  A.,  acknowledgment 5 

Leakage  from  boiler 7 

Least  steam  consumption 31 


142  HIGH  STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

PAGE. 

Link  and  block,  illustration  of 70 

Locomotive  as  a  whole,  performance  of,  table 118-119 

Locomotive  boilers,  data  concerning 122 

Locomotive  boilers  for  different  capacities,  weight  of 122 

Locomotive  boilers  for  different  pressure,  weight  of 122 

Locomotive  experimented  upon 2,  62 

Locomotive  Schenectady  No.  2.  dimensions 63 

Locomotive  Schenectady  No.  2,  repairs 64 

Losses  due  to  friction 42 

Lubrication  of  valves 7 

Machine  friction 42,  88 

Machine  friction,  horsepower 88 

Machine  friction  horsepower,  corrected  value 89 

Machine  friction  in  terms  of  mean  effective  pressure 89 

Mean  effective  pressure 25 

Mean  effective  pressure  as  affected  by  change  of  speed 25 

Mean  effective  pressure,  diagrams 28,  29 

Mellin,  C.  J.,  acknowledgment 5 

Method  of  sampling  smoke-box  gases ." 20 

Methods,  and  data  derived  from  tests 78 

Miles  equivalent  to  total  revolutions 79 

Miles  per  hour 79 

Nelson,  E.  D.,  acknowledgment 5 

Notch,  reverse  lever 79 

Observers  for  tests 78 

Outline  elevation  of  locomotive  Schenectady  No.  2,  illustration  of 62 

Pennsylvania  Railroad 64 

Pennsylvania  Railroad  Company,  acknowledgment 4 

Per  cent  of  mixture  as  steam  at  cut-off 88 

Per  cent  of  mixture  as  steam  at  release 88 

Performance  at  draw-bar 42 

Performance  of  boiler 8 

Performance  of  engine 25 

Performance  of  locomotive  as  a  whole,  table 1 18-1 19 

Photographs  and  drawings 64 

Piston  and  rod,  illustration  of 67 

Piston  displacement 87 

Plan  of  tests 2 

Position  of  throttle 79 

Power  as  affected  by  steam  pressure i 

Preparations  for  experimental  study i 

Pressure,  barometer 79 

Pressure,  boiler 79 

Pressures,  boilers  for  different 123 

Pressures,  consumption  of  coal  under  different 39 

Pressures,  dry  pipe 79 

Pressure,  effect  on  steam  consumption  of 35 

Pressure,  effect  on  weight  of  locomotive 49 

Pressure,  effect  on  weight  of  locomotive,  table 49 

Pressures  from  indicator  cards,  table 86,  106,  107,  108,  100,  no,  1 1 1 

Pressure,  increase  made  possible  by  increase  in  weight,  table 51 

Pressure,  mean  effective 25 

Pressure,  mean  effective,  as  affected  by  change  of  speed 25 

Pressure,  steam i 

Pressure  versus  boiler  capacity,  conclusions 56 

•Quality  of  steam 24,  80 

Rate  of  evaporation,  effect  on  efficiency  of 8 

Reducing  motion  for  indicator,  illustration  of 85 

Reevaporation  per  indicated  horsepower  hour 88 

Reevaporation  per  revolution 88 

Relation  between  power  and  steam  pressure i 

Repairs  made  on  boiler 6 


INDEX.  143 

PAGE. 

Repairs  to  Schenectady  No.  2 64 

Reverse  lever  diagram 73 

Reverse  lever  notch,  diagrams 3 

Reverse  shaft,  illustration  of 72 

Revolutions  per  minute 79 

Revolutions,  total  number  of 79 

Reynolds,  Edward  E.,  acknowledgment 5 

Rocker  and  rocker  box,  illustration  of 71 

Rod  and  piston,  illustration  of 67 

Sampling  smoke-box  gases 20 

Saving  when  possible  increase  of  weight  is  utilized  as  a  means  of  increasing  boiler 

pressure,  table 51 

Saving  when  possible  increase  of  weight  is  utilized  as  a  means  of  increasing  capacity 

table 54 

Schenectady  No.  2,  description 62 

Schenectady  No.  2,  dimensions 63 

Schenectady  No.  2,  outline  elevation,  illustration  of 62 

Schenectady  No.  2,  repairs 64 

Schenectady  No.  2,  work  with 63 

Schmidt,  E.  C.,  acknowledgment 5 

Seley,  C.  A.,  acknowledgment 5 

Slide  valve,  diagram 72 

Smoke-box  gases 20 

Smoke-box  gases,  method  of  sampling 20 

Smoke-box  temperature 14,  36 

Smoke-box  temperatures,  diagrams 15,  16,  17 

Smoke-box  temperatures,  equation 14 

Sparks  from  stack 82 

Speed,  effect  upon  mean  effective  pressure 25 

Speed,  effect  upon  steam  consumption 31 

Speed,  mile  per  hour 79 

Speed,  revolutions  per  minute 79 

Speed,  water  and  steam,  table 92-93 

Stack,  illustration  of 76 

Stack,  sparks  from ." 82 

Steam  and  coal  consumption,  corrected  results 47 

Steam  chest  and  cover,  illustration  of 77 

Steam  consumption 30 

Steam  consumption,  as  affected  by  speed 31 

Steam  consumption,  least  value 31 

Steam  consumption  under  different  pressures 35 

Steam  consumption  under  different  pressures,  diagram 36 

Steam  per  dynamometer  horsepower  per  hour 46,  88 

Steam  per  dynamometer  horsepower  per  hour,  corrected  value 89 

Steam  per  indicated  horsepower  per  hour 30,  87 

Steam  per  indicated  horsepower  hour  by  indicator 87 

Steam  per  indicated  horsepower  hour,  diagrams 33,  34,  35 

Steam  pipe,  illustration  of 74 

Steam  pressure,  alternative  for 4 

Steam  pressure  and  power i 

Steam  pressure,  effect  on  evaporative  efficiency  of  boiler 9 

Steam  pressure,  effect  on  steam  consumption 35 

Steam  pressure,  effect  on  weight  of  locomotive 49 

Steam  pressures  in  locomotive  service i 

Steam,  quality  of 24,  80 

Steam  shown  by  indicator 87 

Steam  shown  by  indicator,  table 1 14-1 15 

Steam  supplied  engine 80 

Steam,  water,  and  speed,  table 92~93 

Symbol,  laboratory 79 

Table,  boilers  for  different  pressures 123 

Table,  boiler  performance 98~99 


144  HIGH   STEAM-PRESSURES   IN   LOCOMOTIVE   SERVICE. 

PAGE. 

Table,  characteristics  of  boilers  designed  for  160  pounds  pressure  and  for  different 

capacities 53 

Table,  chemical  results 100-101 

Table,  coal 94,  95 

Table,  coal  analysis 81 

Table,  cylinders 124 

Table,  cylinder  performance 1 16-117 

Table,  draft  and  boiler  performance 96-97 

Table,  engine  performance 112-1 13 

Table,  engine  performance  under  different  pressures 40 

Table,  events  of  stroke  from  indicator  cards 102,  103,  104,  105 

Table,  general  conditions 90 

Table,  performance  of  the  locomotive  as  a  whole 118-119 

Table,  pressures  from  indicator  cards 106,  107,  108,  109,  no,  in 

Table,  saving  when  a  possible  increase  of  weight  is  utilized  as  a  means  of  increasing 

capacity 54 

Table,  speed,  water,  and  steam. 92-93 

Table,  steam  shown  by  the  indicator 114-115 

Table,  total  saving  when  possible  increase  of  weight  is  utilized  as  a  means  of  increas- 
ing boiler  pressure 51 

Table,  weight  of  parts  of  locomotive  affected  by  changes  in  boiler  pressure 49 

Temperature  of  feed  water 79 

Temperature  of  laboratory 79 

Temperature  in  smoke-box 83 

Test,  date  of . 79 

Test,  duration  of 79 

Tests,  interruption  of 6 

Tests,  plan  of 2 

Throttle  lever,  illustration  of 73 

Throttle,  position  of 79 

Total  revolutions 79 

Typical  indicator  cards 1 26 

Valves,  lubrication  of 7 

Valve  motion  diagram 86 

Valve  rod,  illustration  of 71 

Valve  yoke,  illustration  of 71 

Vaughan,  H.  H.,  acknowledgment 5 

Water  delivered  to  boiler 80 

Water  evaporated  per  hour 80 

Water  evaporated  per  pound  of  coal,  diagrams 10,  n,  12,  13 

Water  evaporated  per  pound  of  dry  coal 83 

Water  evaporated  per  square  foot  of  heating  surface  per  hour 83 

Water  lost  from  boiler 80 

Water,  steam,  and  speed,  table 92-93 

Water  supply 6 

Weight  of  boiler  as  affected  by  change  in  heating  surface,  diagram 55 

Weight  of  boiler  as  affected  by  change  in  pressure,  diagram 50 

Weight  of  boilers  for  different  capacities 122 

Weight  of  boilers  for  different  pressures 122 

Weight  of  locomotive  as  affected  by  steam  pressure 49 

Weight  of  mixture  in  cylinder  per  revolution 88 

Weight  of  parts  of  locomotive  affected  by  changes  in  boiler  pressure,  table 49 

Weight  of  steam  shown  by  indicator 87 

Weight  of  water  delivered  to  boiler So 

Work  with  Schenectady  No.  2 63 

Yoke,  illustration  of  ....  68 


Photomount 

Pamphlet 

Binder 

Gaylord  Bros.,  Inc. 

Makers 

Stockton,  Calif. 
PAT.  JAN.  21.  19G8 


981087 


G-rt 


Library 

THE  UNIVERSITY  OF  CALIFORNIA  LIBRARY 


